HomeMy WebLinkAbout09-09-2020 PLANNING COMMISSION AGENDA PACKETPlanning Commission Meeting
September 9, 2020 - 7:00 PM
AGENDA
I.CALL TO ORDER
II.Virtual Participation Link
A. Virtual Participation Link
The City of Auburn Planning Commission Meeting scheduled for Wednesday,
September 9, 2020 at 7:00 p.m. will be held virtually and telephonically. To attend the
meeting virtually please click the link or enter the meeting ID into the Zoom App or call
into the meeting at the phone number listed below.
Per the Governor's Emergency Proclamation 20-28, the City of Auburn is prohibited
from holding an in-person meeting at this time.
Per City of Auburn Resolution No. 5533, the location for the Planning Commission
meetings will be virtual until King County enters into Phase 3 of the Governor's Safe
Start Reopening Plan.
Join Zoom Meeting
https://zoom.us/j/92906589047
Meeting ID: 929 0658 9047
1 253 215-8782
B.ROLL CALL/ESTABLISHMENT OF QUORUM
C.PLEDGE OF ALLEGIANCE
III.PUBLIC HEARINGS
IV.APPROVAL OF MINUTES
A. July 7, 2020 Draft Minutes from the Planning Commission Meeting
Approval of July 7, 2020 Draft Minutes from the Planning Commission Meeting
V.OTHER BUSINESS
A.Comprehensive Plan Amendment Update
Introduction of changes to Transportation Element and Land Use Element as related to
proposed transportation policy and airport policy changes.
VI.COMMUNITY DEVELOPMENT REPORT
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Update on Community Development Services activities.
VII.ADJOURNMENT
The City of Auburn Planning Commission is a seven member advisory body that provides
recommendations to the Auburn City Council on the preparation of and amendments to land
use plans and related codes such as zoning. Planning Commissioners are appointed by the
Mayor and confirmed by the City Council.
Actions taken by the Planning Commission, other than approvals or amendments to the
Planning Commission Rules of Procedure, are not final decisions; they are in the form of
recommendations to the city council which must ultimately make the final decision.
Page 2 of 172
AGENDA BILL APPROVAL FORM
Agenda Subject:
Virtual Participation Link
Date:
August 20, 2020
Department:
Community Development
Attachments:
No Attachments Available
Budget Impact:
Current Budget: $0
Proposed Revision: $0
Revised Budget: $0
Administrative Recommendation:
Background Summary:
Reviewed by Council Committees:
Councilmember:Staff:
Meeting Date:September 9, 2020 Item Number:ES.A
Page 3 of 172
AGENDA BILL APPROVAL FORM
Agenda Subject:
July 7, 2020 Draft Minutes from the Planning Commission
Meeting
Date:
August 13, 2020
Department:
Community Development
Attachments:
July 7, 2020 Draft Minutes from the Planning
Commission Meeting
Budget Impact:
Current Budget: $0
Proposed Revision: $0
Revised Budget: $0
Administrative Recommendation:
Background Summary:
Reviewed by Council Committees:
Councilmember:Staff:Dixon
Meeting Date:September 9, 2020 Item Number:
Page 4 of 172
PLANNING COMMISSION
July 7 , 2020
Draft MINUTES
I.CALL TO ORDER
Chair Judi Roland called the meeting to order at 7:00 p.m. via Zoom Meeting due
Governor Inslee’s “Stay Home, Stay Healthy” initiative due to the Covid 19- Pandemic.
a.) ROLL CALL/ESTABLISHMENT OF QUORUM
Commissioners present: Chair Judi Roland, Vice-Chair Lee, Commissioner Mason,
Commissioner Moutzouris, Commissioner Khanal and Commissioner Stephens.
Staff present: Jeff Dixon, Planning Services Manager; Anthony Avery, Senior Planner;
Alexandria Teague, Planner II; Cecile Malik, Senior Transportation Planner; Tim
Mensonides, Auburn Airport Manager; Jennifer Oliver, Administrative Assistant
Members of the public present: No audience members were present.
b.) PLEDGE OF ALLEGIANCE
II.APPROVAL OF MINUTES
A.May 19, 2020 – Regular Meeting Minutes
Vice Chair Lee moved and Commissioner Stephens seconded to approve the
minutes from the May 19, 2020 meeting as written.
MOTION CARRIED UNANIMOUSLY. 6-0
III.OTHER BUSINESS
A. 2020 Comprehensive Plan Annual Amendment Docket
Staff provided an introductory overview of the subjects under consideration for
amendments this year, including the 3 private applications received and that may be
part of the “docket” of 2020 annual Comp Plan amendments. Additional information
and more detailed analysis will be presented to the Planning Commission at future
meetings.
Annually the City amends its Comprehensive Plan. These routine amendments are
distinguished from the “periodic update” completed on 8 year-cycles.
There are two sources:
•“city – initiated amendments” in response to items that are “docketed” ( text or
map).
•“private – initiated amendments” in response to applications that are
submitted (text or map).
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Private-initiated Comprehensive Plan amendment applications (text or map) were
publicly advertised in advance and accepted until Friday, June 5, 2020.
The 2020 Comprehensive Plan Amendment docket currently includes a total of
13 proposed amendments. Five updates are annually provided for Capital
Facilities Plan updates for the city & school districts located within the City. There
are also five updates to various elements (chapters) of the comprehensive plan
including issues relating to Transportation; Parks, Recreation & Open Space, &
land use. ( Four Text Amendments, one Map Amendment). One private text
amendment application requests was submitted to update an Adopted Special
Planning Area. Two separate private map amendment applications requests land
use map designation changes and associated re-zones.
The docket of annual comprehensive plan amendments is proposed to consist of
the following:
City Initiated Comprehensive Plan Text Amendments (CPA20-0005) (each
capital facilities plan is incorporated by reference)
• P/T #1 – Auburn School District Capital Facilities Plan
• P/T #2 – Dieringer School District Capital Facilities Plan
• P/T #3 – Federal Way School District Capital Facilities Plan
• P/T #4 – Kent School District Capital Facilities Plan
• P/T #5 – City of Auburn (COA) Capital Facilities Plan
• P/T #6 –Volume 5, Transportation Element (Separate document incorporated by
reference). The changes the Transportation element consist of the following:
• Update Transportation Improvement Program (TIP) information/project
list;
• Re-designate multiple capital projects from the TIP (funded) to the
Comprehensive Plan (unfunded) to maintain continuity in the future
transportation network conditions.
• Update maps as needed to reflect current data and conditions (addressed
by CMP#1, below);
• Additional minor changes will relate to grammar, punctuation, choice of
words, etc.
• P/T #7 – Volume 7, Parks, Recreation, and Open Space Element. Add language
pertaining to equestrian trails. Language has been previously removed from
transportation element and requires modification to meet the goals and mission
of the Parks, Recreation, and Open Space Element.
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• P/T #8 – Volume 1, Land Use Element and Volume 5, Transportation Element
(Plan). Amend comprehensive plan policies which do not sufficiently protect the
operations of the Auburn Municipal Airport, and do not provide the City sufficient
authority to ensure development around the airport is coordinated and consistent
with the Airport Master Plan. Policies are currently being evaluated as to whether
they:
• Protect the operations of the Auburn Municipal Airport (the “airport”);
• Prevent or promote incompatible land uses around the airport;
• Ensure that development around the airport is coordinated and consistent
with the Airport Master Plan;
• Protect the airport from nonconforming uses and structures that pose a
safety concern to airport operations;
• Provide the authority to review the impact of development on air safety;
• Are clearly defined and clearly understood, or open to a wide degree of
interpretation; or
• Use outdated language
• P/T #9 – Volume 1: Land Use Element: Provide additional clarification as to
appropriate utilization of development standards when applying a transition
designation. Additional guidance on implementation to be considered.
Private-Initiated Text Amendments
• P/T #10 – CPA20 -0003 - Volume 1: Land Use Element. The Auburn Adventist
Academy is making multiple updates to their Adopted Area documents to better
address their current needs and long-term direction. Some changes to maps as
part of the special area plan cannot be ruled out, and may be needed. No
application to amend any maps have been received. A map was shown for the
proposed area.
Comprehensive Plan Map Amendments
City-Initiated Map Amendments (CPA20-0004):
• CPM#1 – Volume 5: Transportation Element: Several maps found throughout
Volume 5 have been updated to reflect current conditions. A final list of maps and
corresponding page numbers is under development by Transportation Planning.
Private-Initiated Map Amendments:
• CPM #2 – CPA20-0001 - Request by Auburn School District to change the
designation of King County Parcel number 2121059042 totaling approximately
2.19 acres and located on the north side of Auburn Way South approximately
400 feet west of Noble Court SE from "Multiple-Family Residential" to
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"Institutional" and an associated rezone from “R-20, Residential 20 dwelling units
per acre” to “P-1, Public Use”. The existing Chinook Elementary School, located
on an adjacent parcel, is zoned P-1. The school district has purchased this
additional site to incorporate into a redevelopment effort for the existing school. A
map was presented for the proposed location, existing land use designation and
proposed land use designation.
• CPM#3 – CPA20-0002: Request by Request by Westport Capital Investments to
change the designation of King County Parcel numbers 0004200024,
0004200022, and 0004200003 totaling approximately 32.4 acres and located
approximately 650 feet east of the intersection of I Street and 40th Street NE,
from "Single Family Residential" to "Multiple-Family Residential" and an
associated rezone from “R-7, Residential 7 dwelling units per acre” to “R-20,
Residential”. The requested changes are not directly related to a project,
however, if approved it would allow any use permitted in the R-20 Residential
zone. This could include uses such as apartments, assisted living facilities,
mixed-use buildings, etc. A map was provided for the proposed location, existing
land use designation and proposed land use designation.
The next steps to take place will be City Staff reviewing the private applications
for consistency with intent and goals stated within the City’s Comprehensive Plan
and conducting the state required environmental review process ( SEPA). Staff
will provide additional information, including copies of the applications, to the
Planning Commission identifying the results of analysis and a staff
recommendation at future meetings. In years past, this is completed by the
“notebooks” that are prepared and distributed to the Commission. Staff will
schedule future briefings for the Planning Commission and public hearings in
order for the Commission to make recommendations to City Council on all
proposed amendments.
Staff emailed a schedule to the Commission for future meetings regarding the
2020 Comp Plan. The goal is to hold two meetings a month for September,
October and possibly November to help avoid long meetings.
Staff concluded the presentation and opened up for comments and questions
from the Planning Commission.
The Commission voiced concern regarding the lack of attendance from the
school districts for the school amendments from last year during the Comp Plan
Amendments. Vice- Chair Lee inquired how Staff would encourage the school
district to participate in the upcoming meetings so the Commission can ask
questions directly to the School District representative. Staff responded that
typically there is an email that will go out and then can be followed up by a phone
call to advise the schools when the Public Hearing will take place. Staff also
mentioned that they are in contact with the School’s a little farther in advance to
notify them of the private application deadline. It has been mentioned in years
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prior that the Public Hearings were held at the same time as school board
meetings, which may have caused the lack of participation.
Chair Roland questioned if there were any Kent School’s involved with the Comp
Plan Amendments this year. Staff confirmed that there are no schools in the Kent
School District within the Auburn City boundaries. The only school not within
Auburn School District boundaries that is part of the Comp Plan is Meredith Hill
Elementary from Federal Way.
Staff stated that in coordinating with the school districts in advance about the
Public Hearing schedule, if they receive a response that the School district would
like to attend the Public Hearing but unable to attend, it could be an opportunity
to keep the public hearing open for record and continue on to another meeting.
This could give the Commission a chance to ask questions to a representative of
the School District.
Staff mentioned that the Comp Plan Notebooks are being distributed to the
Commission in early to review and this could allow the Commission opportunity
to email questions to Staff to share with the School District in advance. This
could provide a written response or ask them to be able to address the questions
at the hearing so that information is available for the commission’s deliberations.
Chair Roland asked for clarification on the schedule for the Comprehensive Plan
Binders and first Public Hearing. Staff would like to get binders to the
Commissioners on or around September 8th. This will give time for the Planning
Commissioners to review almost a full month before the first public hearing takes
place.
The Planning Commission inquired about the school district land proposal on
Auburn Way South and the traffic. The Commission expressed some concern as
to what it will it be used for and if that would cause entering or exiting from the
school onto Auburn Way South. The Commission questioned if the proposed use
is available for that. Staff responded that it will be available and went on to
explain that the concept the school district is proposing is similar to what they
have been doing with other new facilities by tearing down the old structure to
build the new facility. Staff shared a map to explain to the Commission the
location of the access currently. Planning Services Manager Dixon shared that
the Auburn School District and the City of Auburn Transportation Department
have been is discussions over many months on how they would reconfigure
access onto Auburn Way as part of their school redelvopemnt. Generally, the
school district likes to separate school bus traffic and parent drop off and pickup
traffic to avoid any confusion. All of that is being discussed and more information
will follow in future meetings. Staff reiterated to the Commission that the this
proposal is about changing the designation of the one parcel being acquired by
the School District and not a proposal evaluating their site plan or building of the
site. But having a larger site would allow additional room for the school campus
and traffic coming in and out of the school grounds.
Page 9 of 172
The Commission asked for verification of location on CMP #3 Westport Capital.
Staff provided a map to show the exact location of the site. The Planning
Commission asked what would be put or built on that property and at this time,
Staff was unaware but mentioned that is vacant and there is a subdivision to the
North. It could be that the property owner is seeking the change to develop the
property in the future. However, at this time, no discussion has taken place as to
what would go in there. The Commission requested that the map presented be
the full map when they receive their binders to better understand the colors of the
map and the locations. The Commission asked for data on the vacant property
next door that the Auburn School District owns and what they have that land
targeted for. Staff will look into that request and report to the Commission. Staff
will be evaluating this particular change and what opportunities could happen
with changing it from “single Family” to Multi Family. Staff will provide additional
information to the Commission once their review of the Comp Plan Map
Amendment is completed and it is moved to public hearings. Chair Roland
requested that prior to the staff reports presented to them, maybe Staff can
educate further on the maps and what the Zoning Development standards that
apply are.
IV. COMMUNITY DEVELOPMENT REPORT
Planning Services Manager, Jeff Dixon reported that construction around
City Hall is continuing to make progress. The Legacy site does not have
any structures as of yet but there is a large pile of dirt and they are
working towards groundwork, foundation and pilings in the very near
future. The Auburn Apartments are framed in and windows installed with
interior work started recently. East of the Cities Annex Building there is
work being done on the former Key Bank building. The rock has been
removed and the building was gutted. There is new framing and exterior
work completed. Two tenants will occupy that building with one of them
being a 7-11. At this time, Staff is unaware of what the other tenant will be.
Planning Services Manager Jeff Dixon mentioned that as a cost saving
measure for the City since there is a lot of concern regarding budget and
revenue these days, the Community Development Department is not
working on Fridays. Some inspectors and Code enforcement continue to
working on that particular day but office staff is not.
It was mention to the Commissions that City Council adopted Resolution
No. 5533 that established the City’s official meeting place as virtually and
online until September. The reason behind passing this resolution was
due to the State having to extend the OPMA, but it was the last minute
decisions that made it difficult to Notice Meetings and make changes. The
Commission asked that even if the Governor deems it is safe to have
meetings again, could the Commission continue to have meetings
virtually? If this is something the Commission is interested in, Planning
Services Manager Dixon would reach out to legal to discuss and
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determine if this is something that could be continued past the Resolution
deadline. It depends on the Phases that the Governor makes and what the
rules established by him consist of.
The Commissioners inquired on what is going in at the old Denny’s on 15th
Street Northeast. A Proposal was submitted with redevelopment but will
send additional information to the commission on that particular site.
The Commission mentioned that there was construction going on near the
Outlet Collection on the North Side 15th St NW. Staff confirmed that an
older warehouse that was a cold storage building was one there and there
was a proposal for a new warehouse to be built there. The property is
Zoned industrial. Another vacant site north of that is also a warehouse
proposal.
The Commissioners voiced some concern regarding the old Heritage site
and the vegetation weeds that were growing there. They inquired as to
where the building permits and plans were at for redevelopment. Staff
stated that plans were submitted and reviewed. The applicant went thru
what is called a value engineering to look for different techniques available
for building the structure. Once the techniques have been determined, it
will then be submitted to the City for final approval.
The mobile home site that is in the City of Pacific is still showing
manufactured homes being removed and cleaned out. Planning Services
Manager Dixon stated he had reached out to the City of Pacific regarding
that site and if anything was proposed for going in that site, but he has not
received a response.
An item coming to the Commission this fall will be Staff review and
present Building Code Adoption. Every 4 years the International Building
Code Council look over the standards and codes that apply to building
construction. The State Building Code Council determines if any
adjustments to the codes need to be made and then the City of Auburn
looks at the codes to determine if adjustments are needed. Introductory
meeting for that will be at the August 4th Meeting.
One other item coming before the Commission in the near future is the
City W ireless Code. The City has a code that governs wireless
communication facilities or cell towers. Changes will be made due to
federal law changes. The Planning Team has been working with Public
Works closely on the changes. Changes to franchise agreements that
allow fiber optic cables under the city right of ways and undergrounds will
be affected. Wireless regulations or code changes will have to be
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presented to the Commission because of the zoning code changes
affected by the Wireless Code Changes.
V. ADJOURNMENT
There being no further business to come before the Planning Commission, Chair Roland
7adjourned the meeting at 8:24 p.m.
Page 12 of 172
AGENDA BILL APPROVAL FORM
Agenda Subject:
Comprehensive Plan Amendment Update
Date:
August 20, 2020
Department:
Community Development
Attachments:
2020 Comp Plan Schedule
Memo - Airport Comp Plan Update
Airport Comp Plan Update - Attachments A & D
Memo - 2020 Comp Plan Transportation Plan
2020 Comp Plan Transportation Plan
Appendix A - Project List
Appendix B - Maps (1)
Appendix B - Maps(2)
Budget Impact:
Current Budget: $0
Proposed Revision: $0
Revised Budget: $0
Administrative Recommendation:
n/a
Background Summary:
See Memo
Reviewed by Council Committees:
Councilmember:Staff:Dixon
Meeting Date:September 9, 2020 Item Number:
Page 13 of 172
7-7-20 9-9-20 9-22-20 10-6-20 10-20-20 11-3-20 11-9-20 11-17-20 11-23-20 12-7-20 12-21-20
Planning Commission
(PC) Regular Meeting
Planning
Commission
Regular Meeting
Planning
Commission
Extra Meeting
Planning
Commission
Regular
Meeting
Planning
Commission
Extra Meeting
Planning Commission
Regular Meeting
City Council Study
Session
Planning
Commission
Extra Meeting
City Council Study
Session
City
Council
Regular
Meeting
City
Council
Regular
Meeting
GROUP #1
Private-Initiated Map
Amendments
• CPA20-0001,
CPM#2
ASD Chinook
Elementary School
Redevelopment
City-initiated Text
Amendments CPA20-
0005
• School district
CFP’s
P/T #1-4
• City Capital
Facilities Plan
P/T #5
City text
amendments
• P/T #6-9
City-initiated Map
Amendments
• CPA20-0004,
CPM#1
Introduction to 2020
Comp Plan
Amendment docket,
Public & Private.(Group
1 & 2)
Update to 2020
Comp Plan
amendments, if
needed.
Briefing on
Group #1.
Conduct Public Hearing
Group #1.
Suggested agenda
order: Auburn School
District Map Amendment
CPA20-0001 & then
other school districts
CFP’s.
City staff briefing on City
CFP
Discuss PC
recommendation, if
available
Continue PC
Public Hearing,
if needed.
Continued discussion
of PC
recommendation, if
needed.
Council
Action
Council
Action, if
needed.
GROUP #2
Private-Initiated Text
Amendments
• CPA20-0003,
P/T #10
Auburn
Adventist
Academy
Private-Initiated Map
Amendments
• CPA20-0002
CPM#3
Westport Capital
Investments
Introduction to 2020
Comp. Plan
Amendment Docket
Public and Private
(Group 1 & 2).
Update to 2020
Comp Plan
amendments, if
needed.
Briefing on
Group #2.
Conduct Public Hearing
Group #2.
Also, staff to provide
follow up on any
requests from the PC
from previous meetings.
Discuss PC
recommendation, if
available
Continue PC
Public Hearing,
if needed.
Continued discussion
of PC
recommendation, if
needed.
Council
Action
Council
Action, if
needed.
Page 14 of 172
MEMORANDUM
TO: Judi Roland, Chair, Planning Commission
Roger Lee, Vice-Chair, Planning Commission
Planning Commission Members
FROM: Alexandria D. Teague, Planner II, Department of Community Development
DATE: August 14, 2020
RE: City File No. CPA20-0004 Introduction to Airport Comprehensive Plan Update
BACKGROUND AND ECONOMIC IMPACT
The Auburn Municipal Airport (the airport), also known as Dick Scobee Field, was built in 1969. The
airport is classified as a Public-Use, General Aviation Regional-Reliever Airport within the National Plan
of Integrated Airport Systems (NPIAS).
The airport is a base for 330 aircraft, and is one of the busiest airports in the state with 142,000 take offs
and landings per year, averaging approx. 450 flights a day. The facility is currently heavily used by
recreation, instructional and student pilots, and commercial users. The facility primarily serves small,
general aviation aircraft with average wingspans of about 38 feet and weights of less than 12,500
pounds, seating 6 or fewer passengers, with approach speeds less than 140 mph and wingspans of less
than 49 feet. The airport also functions as a reliever for Sea-Tac Airport, an emergency medical
evacuation (medivac) facility, transferring patients from ambulance to helicopters, and the King County
Sheriff’s Office uses the airfield for training and conducting flight operations.
The airport runway has been extended over the years to increase operational safety. The Auburn
Municipal Airport opened with a 2,900 feet long runway and an adjacent paved taxiway. In 1995 the
runway was increased to 3,400 feet long and 75 feet wide. This year (2020), the City completed a
runway extension providing for a full runway length of 3,841 feet.
Generally, funding for public use airports to develop, maintain, and operate is derived from user fees,
revenues from land and facility leases and rents, local government funds, and federal/state grants.
Auburn’s airport is self-funded and no local tax monies are used at the airport. Approximately 60
percent of airport revenue is generated from hangar and tie down usage (stowage), 30% on land and
building leases (14), and approx. 10 percent on fuel sales. There are a total of 254 total hangar units (145
are city owned) and space for 140 tie downs. Hangar space is fully leased, and customers have a
minimum two year wait list for open hangars (five years for enclosed hangars). Additional hangars are
proposed in the future to meet current and projected demand. The airport’s projected 2020 revenue is
approx. $1.4 million and the 2019 projected expenditures is approx. $1 million. According to a 2019
Washington State Department of Transportation (WSDOT) Aviation Economic Impact Study, the
economic impact of the Auburn Municipal Airport creates:
Page 15 of 172
• 232 jobs (direct jobs, construction, General Aviation visitors)
• $14.2 million labor income
• $24 million value added
• $43.1 million business revenues (also known as total economic impact)
EXTERNAL PLANNING CONSIDERATIONS
The airport also receives Federal Aviation Administration (FAA) and WSDOT Aviation Division grants.
Federal funding is provided through the Federal Airport Improvement Program (AIP). The AIP provides
grant funding for airports listed in the National Plan of Integrated Airport Systems (NPIAS) which
identifies 3,345 public-use airports that are important to national air transportation and therefore
eligible to receive grants. The airport receives $150,000 per year in general aviation “non-primary
entitlement” grants. The WSDOT Aviation Division provides an additional source of funding for airport
projects in the form of grants through its Airport Aid Grants program. Typical projects eligible for
funding include support of infrastructure that do not directly produce revenue. For example,
runway/taxiways improvements and lighting are eligible type of projects. As a recipient of both federal
and state airport improvement grant funds, the City of Auburn is contractually bound to various sponsor
obligations referred to as "grant assurances", that have been put together by the FAA and WSDOT
Aviation Division. The obligations document the commitments made by the airport to fulfill the intent of
the grantor (the FAA and the State). Grant assurances and their associated requirements are designed to
protect the significant investment made by the FAA, State, and City to preserve and maintain the City’s
airports.
Two documents guide airport development – they are the Airport Master Plan (AMP) and the Airport
Layout Plan (ALP). The AMP is a comprehensive document intended to guide development on an airport.
The purpose of an AMP is to define the current, short term, and long terms needs of the airport. This
includes a comprehensive evaluation of facilities, conditions, and FAA airport planning and design
standards. While the planning period for an AMP is normally 20 years, to maintain eligibility for FAA
funding, airports are required to periodically update their master plans as conditions change. Master
planning efforts for the airport are reviewed by the City’s Airport Advisory Board. The last AMP was
updated in 2015. The AMP is adopted by reference in the City’s Comprehensive Plan as an appendix
(Appendix G).
The Airport Layout Plan (ALP) is a conceptual map included in the AMP depicting current and proposed
airport features including runways, taxiways, navigational aids, buildings, aircraft parking area, and
other infrastructure. Airport property boundaries and the limits of required clear areas such as runway
protection zones and runway object free areas. In order to be listed in the NPIAS and to be eligible for
FAA grant funds an airport must have a current ALP approved by the FAA. Completion of an ALP is also
an eligibility requirement for WSDOT Aviation Division Airport Aid Grants program. In tandem with the
AMP, the ALP was also updated in 2015 and is also adopted by reference in the Comprehensive Plan as
Appendix G.
The FAA does not have the authority to regulate off airport land use. Land use regulation is the
responsibility of the local jurisdiction. The FAA does however, have a role in regulating on-airport land
use through approval of the ALP and through the AIP grant assurances. As noted above, grant
assurances are intended to protect the significant investment made by the FAA and include measures to
maintain on-airport land use compatibility and restrict the location of non-aviation land uses. The FAA
also has a technical advisory role based on its interest in protecting the airspace associated with an
airport as part of the NPIAS. Under the Federal Air Regulation (FAR) Part 77, the FAA has the authority to
review proposed construction on and off the airport through the Notice of Construction or Alteration
Page 16 of 172
process. Though the FAA does not have the authority to prevent airspace hazards from being created,
the FAA does review individual proposals for the potential to create a “hazard to air navigation”. A
hazard to air navigation, include obstructions and penetration to the airspace. Per the City’s grant
assurance obligations, the City is required to review local land use actions to ensure their compliance
with the FAR Part 77.
Similar to the FAA, the WSDOT Aviation Division does not have regulatory authority over local land use
decisions. WSDOT does, however, have a significant role in promoting land use compatibility of off
airport land uses and activities. WSDOT promotes land use compatibility through the Airport Aid Grants
program via the aforementioned assurance obligations, and through review of local Comprehensive
Plans and regulations. Under the Growth Management Act (adopted by the state legislature in 1990),
cities are required to address airport land use compatibility and identify airports as “essential public
facilities.” The WSDOT Aviation Division explains the intent of the Act as it relates to airports:
“RCW 36.70.547 and RCW 36.70A.510 requires all cities and counties to adopt comprehensive
plan goals, policies, and regulations to discourage development of incompatible land uses
adjacent to public use airports. Local jurisdictions must consult with aviation interests, including
WSDOT Aviation, when adopting comprehensive plan amendment to address airport land use
compatibility during GMA updates, subject to the schedule designated by state law.”
WSDOT recommends that local land use jurisdictions add or modify language in the Comprehensive
Plan, to address:
• establishing the airport as an essential public facility;
• including the airport in the Transportation System Inventory;
• recognizing the significance of the airport for economic development; and
• discouraging the development of incompatible land uses adjacent to the airport
CITY’S AUTHORITY AND CONCLUSION
As mentioned in the preceding paragraphs, the City has the regulatory authority over how development
occurs within the community, including the ability to anticipate, abate, mitigate, and otherwise respond
to land use concerns. The City also has the role of defining the current, short term, and long term vision
for development within the City. This is completed through the Comprehensive Plan.
Auburn adopted the first modern Comprehensive Plan in 1986, which was overhauled in 1995 to comply
with the requirements of the Growth Management Act (GMA). The majority of the existing airport-
related polices can be tied to the 1995 Comprehensive Plan, if not an older plan. Though the existing
policies met minimum qualifications for certification under GMA, they have not sufficiently kept pace
with changing conditions around the airport. Since the 1995 plan, development has drastically
increased, and over the years the airport has had to contend with issues of meeting its own operational,
development, and safety needs, with that of area around it. As a result Auburn’s airport continues to
face challenges such as the of lack of available land for development and safety and the encroachment
of incompatible uses and obstructions that penetrate the airspace or noise sensitive uses. Attachment D
features aerials maps of the area around the airport from 1990 to 2019.
It is therefore the purpose of the proposed text amendment to reinforce the importance our the airport
and protect the significant investment that has been made by not only the FAA and WSDOT, but also the
City. While the city has acted upon WSDOT’s recommended language and has established the airport as
an essential facility (in the Capital Facilities Element) and has included the airport in the Transportation
Page 17 of 172
System Inventory (in the Comprehensive Transportation Plan ), new and revised policies are needed.
The proposed text amendment in Attachments A and B are intended to strengthen the protection of the
airport and its operations by:
1. creating a stronger connection between the AMP and the Comprehensive Plan;
2. allowing for the mitigation of nonconforming uses;
3. standardizing terminology and improving the clarity of policy language;
4. recognizing the significance of the airport for economic development; and
5. discouraging the development of incompatible land uses adjacent to the airport.
The proposed map amendment corresponds to the revision of policy no. LU-129 of the Land Use
Element. This policy provides guidance as to what needs to be considered or addressed when adopting a
subarea plan for the Auburn Municipal Airport Area. It is shown on Map 1.3 as the “Airport” designated
special planning area.
This policy is originally derived from a previous version of the Land Use Element. In a subsequent update
to the Land Use Element, it was converted into a special planning area. The original intent of this policy
was not to create a special planning area, and accomplished by strengthening airport related economic
and land use policies. Staff has proposed to remove the “Airport” designated special planning area and
revise Land Use Policy LU-129 to its original intent. The proposed map amendment is included with this
memo as Attachment C.
GLOSSARY OF KEY TERMS
1) Airport Advisory Board: The Airport Advisory Board is a seven member board, appointed by the
mayor and confirmed by the city council, that advises City County on airport operations including:
• construction, enlargement, improvement, maintenance, equipment of airport facilities;
• adoption and amendment of rules and regulations use of the airport facilities;
• leasing or assignment of any space, area, improvements or equipment of the Auburn Municipal
Airport;
• determination of charges or rentals of the airport;
• securing and enforcement of liens as provided by law for liens and enforcements;
• exercise of all powers necessarily incidental to the general and public powers granted in this
chapter;
• promoting and foster the development of the airport for the benefit of the citizens of the city;
• developing comprehensive and long-range plans for airport development and financing; and
• liaising with other governmental bodies regarding municipal airport operations and financing.1
2) Airport hazard: means any structure, tree or use of land which obstructs the airspace required for,
or is otherwise hazardous to, the flight of aircraft in landing or taking off at the airport.2
3) Airport overlay: A zoning district that establishes development standards in areas of special concern
over and above the standards applicable to basic underlying zoning districts.3
4) Airspace: The area above ground in which aircraft travel. It is divided into enroute and terminal
airspace, with corridors, routes, and restricted zones established for the control and safety of air
traffic.4
5) Compatible: means capable of existing or working together in a harmonious or agreeable manner or
in combination with another activity.5
Page 18 of 172
6) Comprehensive Plan: Auburn's Comprehensive Plan is the leading policy document that guides the
City's evolution and growth over a 20 year period. The Comprehensive Plan identifies the desired
type, configuration, and intensity of land uses throughout the city, as well as the character and
capacity of public facilities and services like streets and utilities. Its policies address critical topics
such as housing, the environment, transportation, public safety, and economic development. The
Comprehensive Plan also serves as the basis for the City's adoption of special purpose plans for the
city such as transportation or utilities plans, and serves as the basis for development standards and
regulations such as City zoning and critical area regulations.6
The comprehensive plan of a county or city that is required or chooses to plan under RCW
36.70A.040 shall consist of a map or maps, and descriptive text covering objectives, principles, and
standards used to develop the comprehensive plan. The plan shall be an internally consistent
document and all elements shall be consistent with the future land use map.7
7) Designated special planning areas: Designated special planning areas have been designated on the
Comprehensive Plan Map, which defines the specific and detailed boundaries of the area.
Designation of an area on the Comprehensive Plan Map occurs by official action of the Auburn City
Council. It is intended that future development of these areas will be guided by individual Plan
element or subarea plan of the Comprehensive Plan. The future subarea plan will either supplement
existing goals, policies, and implement strategies, or replace existing Comprehensive Plan
designations and policies for the area within the specific and detailed boundary.8
8) Essential public facility: Essential public facilities include those facilities that are typically difficult to
site such as airports, state education facilities, state or regional transportation facilities as defined in
RCW 47.06.140, state and local correctional facilities, solid waste handling facilities, and in-patient
facilities including substance abuse facilities, mental health facilities, group homes, and secure
community transition facilities as defined in RCW 71.09.020.9
9) FAR Part 77: Federal Air Regulations (FAR) which establish standards for determining obstruction in
navigable airspace and defines imaginary (airspace) surfaces for airports and helicopters that are
designed to prevent hazards to air navigation. FAR Part 77 surfaces include approach, primary,
transitional, horizontal, and conical surfaces. The dimensions of surfaces can vary with the runway
classification (large or small airplanes) and approach type of each runway each (visual, non-precision
instrument, precision instrument). The slope of an approach surface also varies by approach type
and runway classification. FAR Part 77 also applies to helicopter landing areas.10
10) General aviation: All civilian (non-military) aviation operations other than scheduled air services and
non-scheduled air transport operations for hire.11
11) Growth Management Act (GMA): Adopted in 1990, the GMA (Chapter 36.70A RCW) was enacted in
response to rapid population growth an concerns with suburban sprawl, environmental protection,
quality of life, and related issues. The act expands the Planning Enabling Act requirements for
comprehensive planning in the state’s most populous and rapidly growth counties. Twenty-nine
counties are either required to fully plan under GMA or have chosen to do so. These counties make
up about 95 percent of the state’s population. The remaining ten counties have limited planning
requirements under the act.12
12) Land use designation: All land within the City of Auburn is assigned a land use designation, which
builds off the past Comprehensive Plan Map, the existing land use City of Auburn Comprehensive
Plan pattern, previously approved subarea plans, topography, natural features, and targeted goals
Page 19 of 172
for shifting the character of specified areas. The Comprehensive Plan Land Use Map shows the
location and boundaries for each designation. This map should be consulted together with the
written policies of this Plan when decisions about zoning designations, land use activities, and
development of public infrastructure are considered.13
13) Nonconforming: means a use which when commenced, complied with use regulations applicable at
the time when such use was commenced, and which does not conform to the existing use
regulations of the zone where the use is now being conducted or carried on. The term
“nonconforming use” shall be applicable to uses of buildings, structures, and land. This definition
does not include those uses existing in the zone, prior to the adoption of this title, which would now
require an administrative or conditional use permit to operate in the zone. Any expansion of the
space, volume or area of the use would then require an administrative or conditional use permit as
this title may require.14
14) Object free area: An area centered on the ground on a runway, taxiway, or taxilane centerline
provided to enhance the safety of aircraft operations by remaining clear of objects, except for
objects that need to be located in the OFA for air navigation or aircraft ground maneuvering
purposes.15
15) Obstruction: An object (tree, house, road, phone pole, etc.) that penetrates an imaginary surface
descried in FAR Part 77. 16
16) Public use: means a use operated exclusively by a public body, such use having the purpose of
serving the public health, safety, or general welfare, and including uses such as public schools, parks,
playgrounds, and administrative and service facilities.17
17) Runway protection zone (RPZ): An area (formerly called a clear zone) off the end of a runway used to
enhance the protection of people and property on the ground.18
18) SEPA: SEPA stands for State Environmental Policy Act. It is a statue that requires state and local
agencies to consider the likely environmental consequences of a proposal before approving or
denying the proposal (see Chapter RCW 43.21C).19
19) Small aircraft: An aircraft that weighs 12,500 lbs. or less.20
20) Special planning area: “Special Planning Areas” consist of Districts, subareas, Impression Corridors,
and Gateways within Auburn that warrant additional emphasis in planning, investments, and policy
development. Each may be recognized separately within the Comprehensive Plan, as an Element of
the Comprehensive Plan, or as an subarea plan (discussed below). There are a variety of reasons for
designating and distinguishing a special planning area, and once designated, a variety of potential
outcomes.21
21) Ultralight aircraft: An ultralight vehicle is a vehicle that -
• Is used or intended to be used for manned operation in the air by a single occupant;
• Is used or intended to be used for recreation or sport purposes only;
• Does not have any U.S. or foreign airworthiness certificate; and
• If unpowered, weighs less than 155 pounds; or
• If powered:
o Weighs less than 254 pounds empty weight, excluding floats and safety devices which are
intended for deployment in a potentially catastrophic situation;
Page 20 of 172
o Has a fuel capacity not exceeding 5 U.S. gallons;
o Is not capable of more than 55 knots calibrated airspeed at full power in level flight; and
o Has a power-off stall speed which does not exceed 24 knots calibrated airspeed.22
22) Zone: means an area accurately defined as to boundaries and location on an official map to which a
uniform set of regulations applies controlling the types and intensities of land uses, as set forth in
this title.23
23) Zoning: A police power measure, enacted primarily by units of local government, in which the
community is divided into districts or zones within which permitted and special uses are established,
as are regulations governing lot size, building bulk, placement, and other development standards.
Requirements vary from district to district, but they must be uniform within districts. A zoning
ordinance consists of two parts – the text and a map.24
ATTACHMENTS --------------------------
A – Proposed Text Amendment to Land Use Element
B – Proposed Text Amendment to Comprehensive Transportation Element (excerpt)
C – Proposed Map Amendment to Designated Areas (Map 1.3 of the Land Use Element)
D – Aerial Maps of Auburn Airport
1 Chapter 2.33 Auburn City Code (ACC)
2 Auburn City Code (ACC) 18.04.060
3 Washington State Department of Transportation (WSDOT) Airports and Compatible Land Use Guidebook (January
2011)
4 Airport Master Plan (AMP May 2015)
5 WSDOT January 2011
6 City of Auburn Comprehensive Plan website, https://www.auburnwa.gov/
7 Revised Code of Washington (RCW) 36.70A.070
8 City of Auburn Land Use Element (Ordinance No. 6746)
9 RCW 36.70A.200
10 AMP May 2015
11 AMP May 2015
12 WSDOT January 2011
13 City of Auburn Land Use Element (Ordinance No. 6746)
14 ACC 18.04.650
15 AMP May 2015
16 ACC 18.04.760
17 WSDOT January 2011
18 WSDOT January 2011
19 AMP May 2015
20 Electronic Code of Federal Regulations e-CFR (2020). https://ecfr.io/Title-14/Section-103.1
21 City of Auburn Land Use Element (Ordinance No. 6746)
22 WSDOT January 2011
23 ACC 18.04.960
24 WSDOT January 2011
Page 21 of 172
ATTACHMENT A –
Proposed Text Amendment to the Land Use Element
LAND USE ELEMENT
Institutional Designation (page LU-14 – LU-15)
Description
This category includes those areas that are reserved for public or institutional uses. These public uses include public
schools and institutional uses such as large churches and schools. It is also intended to include those of a significant
impact, and not those smaller public uses that are consistent with and may be included in another designation. For
example, public uses of an industrial character are included in the industrial designation, and small-scale religious
institutions of a residential character are included in the residential designation.
Designation Criteria
1. Previously developed institutional uses; or
2. Located along major arterial streets;
3. Properties that are buffered from the single-family designation by landscaping, environmental features, or the
Residential Transition designation and buffered from all other Residential designations; and
4. Meets the development parameters of the Institutional designation.
5. Properties identified in the Airport Master Plan as Landing Field.
Implementing Zoning Designations
Institutional
Landing Field
Policies
LU-101 A responsible management entity and the purpose for the institutional designation should be identified for
each property interest within this designation. Management policies and plans are appropriate for all lands in this
designation.
LU-102 Appropriate uses for this designation include facilities that serve the needs of the larger community such as
public schools, active parks, city operated municipal facilities, large churches, and fire stations.
LU-103 This designation permits a wide array of uses that tend to be located in the midst of other dissimilar uses.
For this reason, special emphasis should be directed at the following:
a. The appropriateness of new requests for this designation and the impacts that it may have on the surrounding
community.
b. Site-specific conditions that should be attached to the granting of new requests for this designation that are
designed to mitigate impacts on the surrounding community.
c. Site-specific conditions that should be attached to development proposals that are designed to mitigate impacts
on the surrounding community.
LU-104 Coordination with other public or institutional entities is essential in the implementation of the institutional
land use designation.
Page 22 of 172
LU-105 Industrial and commercial uses that are affiliated with and managed by educational institutions for
vocational educational purposes may be classified as an institutional use and permitted on a conditional basis.
LU-106 For the Landing Field (LF) zone, an Airport Master Plan (AMP) should be developed that establishes the
vision, policies, and implementation strategies that govern uses, management principles, and future planning
efforts. The AMP shall be incorporated by reference in the Auburn Comprehensive Plan as an appendix. For the
Landing Field designation, an Airport Master Plan should be developed that establishes the vision, policies, and
implementation strategies that govern uses, management principles, and future planning efforts. Uses and activi-
ties within and surrounding this designation must comply with the requirements of the Federal Aviation
Administration.
LU-107 Auburn Municipal Airport is included in the federal airport system - the National Plan of Integrated Airport
Systems (NPIAS). Participation in the NPIAS is limited to public use airports that meet specific FAA activity criteria.
NPIAS airports are eligible for federal funding of improvements through FAA programs. To maintain
eligibleligibilitye for funding through FAA programs, the Airport Master Plan should be periodically updated as
conditions change.
LU-108 Uses, activities, and operations within the LF Airport Landing Field District must be coordinated and
consistent with the Airport Master Plan.
LU-109 Future expansions of the LF Airport Landing Field District, for the purpose of airport uses, activities, and
operations, should be coordinated and consistent with the Airport Master Plan.
LU-110129 While the industrially designated area east of the Airport is highly suited for airport related activities,
other industrial type uses are now located here. Therefore, the City will encourage use in this area to take
advantage of its proximity to the Airport.Auburn Municipal Airport Area - The area east of Auburn’s Municipal
Airport is an features industrial land use designations. While industrial type uses are now located here, the area is
highly suited for air related activities. The City will encourage use in this area to take advantage of its proximity to
the Airport and control adverse effects to airport operations.
LU-111 The City should recognize and support the Auburn Municipal Airport’s potential as an economic driver in the
City and seek shared opportunities to recruit air-related and/or complementary industries.
LU-112 To protect the viability of the Auburn Municipal Airport the City shall create an airport overlay that is
consistent with FAA regulations and WSDOT guidance.
LU-113Air-05: The City’s zoning ordinance and other appropriate regulatory measures shall enforce the airport
overlay and the FAR Part 77 surfaces.The City’s zoning ordinance and other appropriate regulatory measures shall
enforce the airport clear zones as regulated by the Federal Aviation Administration (FAA). The impact of
development on air safety shall be assessed through SEPA review, and appropriate mitigation measures shall be
required by the City.
LU-114 The airport overlay shall protect the operations of the Auburn Municipal Airport by establishing controls on
incompatible land uses and development.
LU-115 The airport overlay should be implemented to manage land uses and development around the airport to
ensure compatibility into the future and prevent incompatible future uses. The regulations applied to properties
surrounding the airport should encourage land uses that are related to, and benefit from, proximity to the airport
but not restricted exclusively to only these.
LU-116 The impact of development on air safety shall be assessed through the City zoning ordinance, FAA
regulations, SEPA review, input from the Auburn Municipal Airport, and relevant technical guidance. Appropriate
mitigation measures shall be required by the City.
Page 23 of 172
LU-117 Uses in proximity to the airport that may create potential operational (e.g. height or noise) conflicts shall be
reviewed for their consistency to airport operations and conformance with the FAA regulations.
LU-118 The airport should be protected from nonconforming uses and structures that pose a safety concern to
airport operations.
LU-119 The City shall determine whether nonconforming uses and structures affect airport operations and require
their minimization or elimination, at cost to owner, based on individualized study of proposals, City regulations,
input from the Auburn Municipal Airport, and relevant technical guidance.
Special Planning Area Designation (page LU-24)
Description
“Special Planning Areas” consist of Districts, subareas, Impression Corridors, and Gateways within Auburn that
warrant additional emphasis in planning, investments, and policy development. Each may be recognized separately
within the Comprehensive Plan, as an Element of the Comprehensive Plan, or as an subarea plan (discussed below).
There are a variety of reasons for designating and distinguishing a special planning area, and once designated, a
variety of potential outcomes. Reasons for designating a special planning area include:
Areas of high visibility and traffic. These areas create an impression or image of Auburn. It is therefore particularly
important to ensure that they are attractive and well maintained. Examples include Auburn Way South and as-
sociated major highway on- and off-ramps.
Land use activities that warrant joint planning between the City and owner/operator. In addition to developing
approaches and strategies for the land use activity, there may be additional emphasis on ensuring compatibility
with surrounding land uses. Examples include, Green River College, the Auburn Municipal Airport, and Emerald
Downs Thoroughbred Horse Racetrack.
Neighborhoods in which a resident and merchant live and conduct daily business and leisure. Neighborhoods may
also be distinguished by physical setting, physical separations, and similarity over an area. Examples include
downtown, Lea Hill, and Lakeland.
Areas with a focused desire to create greater physical and economic cohesiveness. These may be large planned
developments or clusters. Examples include the Auburn North Business Area and Mt. Rainier Vista.
Areas with an existing built environment or an existing regulatory framework that does not, in itself, meet the
expectations of the seven values that underscore the Comprehensive Plan. Examples include the need for
multimodal connections between West Hill and Lea Hill to north and downtown Auburn.
Subarea Policies.
LU-129 Auburn Municipal Airport Area - The area east of Auburn’s Municipal Airport is an features industrial land
use designations. While industrial type uses are now located here, the area is highly suited for air related activities.
The City will encourage use in this area to take advantage of its proximity to the Airport and control adverse effects
to airport operations.
Page 24 of 172
ATTACHMENT B –
Proposed Text Amendment to Comprehensive Transportation
Element (excerpt)
TRANSPORTATION ELEMENT
5.5 Air Transportation (page 5-20)
OBJECTIVE: AIR TRANSPORTATION
To provide an efficient municipal airport, serving light general aviation aircraft, as an integral part of
the City’s transportation system.
Air-01: Continue to develop the Auburn Municipal Airport in accordance with the Airport Master Plan.
Air-02: The airport shall be managed as a general aviation facility. General aviation includes all civilian flying
except scheduled passenger airline service.
Air-03: The siting of new airport facilities shall consider neighborhood impacts such as increased noise generated
from the use of those facilities.When siting new or revised facilities or operations at the airport, the impacts on
neighborhoods such as increased noise generated from the use of those facilities shall be considered.
Air-04: Use of the airport by non-conventional aircraft such as ultra lights shall be discouraged, in conformance
with FAA regulations. Use of the airport by non-conventional aircraft such as ultra lights is discouraged by the City.
Air-05: The City’s zoning ordinance and other appropriate regulatory measures shall enforce the airport clear
zones as regulated by the Federal Aviation Administration (FAA). The impact of development on air safety shall be
assessed through SEPA review, and appropriate mitigation measures shall be required by the City.
Air-056: Minimize or eliminate the potentially adverse effects of light and glare on the operation of the Auburn
Airport.
Page 25 of 172
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Printed Date: 8/14/2020
Map ID: 6185/
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The information shown and/or distributed
is for general reference purposes only
and does not necessarily represent exact
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Map is current through Ordinance No. 6584 & 6698,
December 17, 2018
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ATTACHMENT C
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STUCKRIVER ROAD
LAKEVIEW
Printed Date: 8/14/2020
Map ID: 6183/
0 ¼½¾1
Mi
The information shown and/or distributed
is for general reference purposes only
and does not necessarily represent exact
geographic or cartographic data.
The City of Auburn makes no warranties as to its accuracy.
Map is current through Ordinance No. 6584 & 6698,
December 17, 2018
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Map 1.3 Page 27 of 172
2,666.7
NAD_1983_StatePlane_Washington_North_FIPS_4601_Feet
Feet2,666.7
Notes
Yellow-dash line is zoned LF Airport
Landing Field.
Legend
1,333.30
1:16,000
Auburn Municipal Airport 1990
1in =1,333 ft
7/14/2020Printed Date:
Map Created by City of Auburn eGIS
Imagery Date: May 2015
Information shown is for general reference
purposes only and does not necessarily
represent exact geographic or cartographic
data as mapped. The City of Auburn makes no
warranty as to its accuracy.
Parcel Boundaries
ATTACHMENT D
Page 28 of 172
2,666.7
NAD_1983_StatePlane_Washington_North_FIPS_4601_Feet
Feet2,666.7
Notes
Yellow-dash line is zoned LF Airport
Landing Field.
Legend
1,333.30
1:16,000
Auburn Municipal Airport 2001
1in =1,333 ft
7/14/2020Printed Date:
Map Created by City of Auburn eGIS
Imagery Date: May 2015
Information shown is for general reference
purposes only and does not necessarily
represent exact geographic or cartographic
data as mapped. The City of Auburn makes no
warranty as to its accuracy.
Parcel Boundaries
Page 29 of 172
2,666.7
NAD_1983_StatePlane_Washington_North_FIPS_4601_Feet
Feet2,666.7
Notes
Yellow-dash line is zoned LF Airport
Landing Field.
Legend
1,333.30
1:16,000
Auburn Municipal Airport 2012
1in =1,333 ft
7/14/2020Printed Date:
Map Created by City of Auburn eGIS
Imagery Date: May 2015
Information shown is for general reference
purposes only and does not necessarily
represent exact geographic or cartographic
data as mapped. The City of Auburn makes no
warranty as to its accuracy.
Parcel Boundaries
Page 30 of 172
2,666.7
NAD_1983_StatePlane_Washington_North_FIPS_4601_Feet
Feet2,666.7
Notes
Yellow-dash line is zoned LF Airport
Landing Field.
Legend
1,333.30
1:16,000
Auburn Municipal Airport 2019
1in =1,333 ft
7/14/2020Printed Date:
Map Created by City of Auburn eGIS
Imagery Date: May 2015
Information shown is for general reference
purposes only and does not necessarily
represent exact geographic or cartographic
data as mapped. The City of Auburn makes no
warranty as to its accuracy.
Parcel Boundaries
Page 31 of 172
MEMORANDUM
TO: Judi Roland, Chair, Planning Commission
Roger Lee, Vice-Chair, Planning Commission
Planning Commission Members
FROM: Cecile Malik, Senior Transportation Planner, Public Works
DATE: 08/18/2020
RE: City File No. CPA20-0005 Update to the Comprehensive Transportation Plan
This is an annual update to the Comprehensive Transportation Plan, which is adopted by reference in
the City of Auburn Comprehensive Plan.
The Comprehensive Transportation Plan is the framework for transportation planning in Auburn. It
functions as the overarching guide for changes to the transportation system. The Plan evaluates the
existing system by identifying key assets and improvement needs. These findings are then incorporated
into a needs assessment, which guides the future of the transportation system.
This Plan is multi-modal, addressing multiple forms of transportation in Auburn including the street
network, non-motorized travel, and transit. Evaluating all modes enables the City to address its future
transportation needs in a comprehensive and balanced manner.
The last major update of the Comprehensive Transportation Plan was adopted in 2015. During the
creation of this plan, specific data was collected, analysis performed, and projects were identified.
The intent of this update is to bring some information of to date, based on changes that took place in
the City and its programs since the last major update.
Summary of the text changes:
Section 1.2:
- Added more details to explain what the Transportation Improvement Program is and how it is
utilized in transportation planning.
- Changed the language related to the ADA Transition Plan, which was completed in 2020.
- Made corrections to the Title IV compliance language.
Section 1.3:
- Added a reference to the Memorandum of Understanding the City and the Muckleshoot Tribe
are in the process of developing.
Section 1.4:
- Added reference to the new Appendix A, with the complete list of Comprehensive Plan Projects
- Removed table of projects completed since 2015, replaced with a summary of major projects
completed since 2015. (The comprehensive plan projects identified in the 2022 and 2035
analysis, which are now complete, are highlighted in the analysis section)
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Section 2.1:
- Removed the reference to 15th St SW rail crossing condition, as it is addressed in the
comprehensive project list.
- Changed “Collisions” into “Crashes”, which is the industry standard term.
Section 2.2:
- Added clarification language related to Level of Service standards, and how they are used.
- Updated the Average daily trip information that was presented to the most recently collected
data, in 2019.
Section 2.3:
- Added a section which described some projects by outside agencies, which was removed
previously, but was still needed for clarification.
- Added shading to projects within the list of future capacity projects used in the 2022 and 2035
analysis, to indicate that they were completed.
- Provided updated information for planned projects in the text.
- Removed road pricing as a transportation demand management tool, as this is not a tool the city
is considering.
Section 3.1:
- Edited the sidewalk inventory section to clarify which data was available, and to refer to the
ADA transition plan, which was completed in 2020.
- Updated the High Priority Pedestrian Corridors section to provide additional details, and explain
the updated map, which shows a comprehensive network of existing and planned sidewalks and
key trail connections.
Section 3.2:
- Added a reference to the F Street Bike Boulevard, which is scheduled to be completed in 2020.
Section 3.3:
- Added the A St SE trail to the list of future trails.
Section 4.1:
- Updated the transit information to reflect the transit changes identified during the Renton-Kent-
Auburn Area Mobility Plan (RKAAMP), led by King County Metro, and the transit changes taking
place in September 2020 as a result of this work.
- Added a reference to the RapidRide I Line, a bus Rapid Transit service which will serve Auburn,
Kent, and Renton starting in September 2023.
Section 4.2:
- Updated information related to a King County program, which partially funded a transit service
in Auburn, which was discontinued in 2020.
- Removed reference to a transit route which was discontinued more than 5 years ago.
Section 4.3:
- Removed a statement about preserving route 910, which was discontinued in 2020.
Section 5.2:
- Updated policy number Street-03 to include the ADA transition plan and its policies
- Updated Policy number LC-01 to add “payback” as another term for “latecomer” agreements.
- - Updated Policy number NM-04 to refer to the “current” comprehensive transportation plan.
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Additional changes:
- Font was changed to Calibri
- Page numbers are now continuous
- Language, spelling, grammar, edits – minor corrections
- Removed some pictures
- Added a new cover page
- Created Appendix A: Comprehensive Transportation Plan Project List
- Move all maps to Appendix B: Comprehensive Transportation Plan Maps
Summary of map changes:
- Map 2.1 Functional Road Classification: updated to correct road classifications that were
incorrect
- Map 2.2 Average Daily Trips (ADT) : updated with 2019 ADT data
- Map 2.3 Truck Routes: no changes
- Map 2.4 freight classification: updated the map with WSDOT map layers, based on 2019 freight
data collected
- Map 2.5 2015 Level of service: no change
- Map 2.6 2015 Transportation Improvement Program (TIP) projects: Removed (this map is
available in the TIP, which his updated annually)
- Map 2.7 Intelligent Transportation Systems: updated to current existing conditions
- Map 3.1 Sidewalks: changed visible layers to improve map visuals, added existing sidewalk data,
differentiating where sidewalks exist on one or both sides, to show a comprehensive network of
existing and future priority pedestrian corridor, highlighting where gaps exist
- Map 3.2 Bicycle and mixed use trails: updated to current conditions
- Map 3.3 2015 bike connectors: no change
- Map 4.1 Transit: update to show new route numbers and alignments which take effect in
September 2020
- Map 4.2 Transit Dependent Areas: update to show new route numbers and alignments which
take effect in September 2020
- Map 5.1: Comprehensive Transportation Plan Projects: new map to give a visual of the projects
location listed in Appendix A
ATTACHMENTS --------------------------
A – Proposed Text Amendment to Comprehensive Transportation Plan
B – Proposed Maps Amendment
C – Proposed Final Maps
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12/xx/202
0
Adopted by Ordinance No. xxxx
City of Auburn
12/xx/2020
Comprehensive Transportation
Plan Update
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Table of Contents
CHAPTER 1 – INTRODUCTION ...................................................................................................................... 2
1.1 PURPOSE ....................................................................................................................................... 2
1.2 HOW THE CITY USES THE PLAN .................................................................................................... 4
1.3 REGIONAL COORDINATION .......................................................................................................... 7
1.4 ACCOMPLISHMENTS SINCE THE LAST PLAN (2015) ................................................................... 11
1.5 PLAN ORGANIZATION ................................................................................................................ 13
1.6 STAFF RESOURCES ...................................................................................................................... 13
CHAPTER 2 – THE STREET SYSTEM ............................................................................................................. 15
2.1 EXISTING STREET SYSTEM ................................................................................................................ 15
2.2 STREET STANDARDS AND LEVELS-OF-SERVICE ................................................................................ 22
2.3 FUTURE STREET SYSTEM .................................................................................................................. 28
CHAPTER 3 - NON-MOTORIZED TRANSPORTATION .................................................................................. 46
3.1 PEDESTRIAN TRAVEL ........................................................................................................................ 47
3.2 BICYCLE TRAVEL ................................................................................................................................ 54
3.3 FUTURE NON-MOTORIZED SYSTEM ................................................................................................ 59
CHAPTER 4 – TRANSIT ................................................................................................................................ 62
4.1 NEEDS ASSESSMENT ......................................................................................................................... 62
4.2 TRANSIT USER NEEDS ....................................................................................................................... 66
4.3 TRANSIT SYSTEM RECOMMENDATIONS.......................................................................................... 71
CHAPTER 5 – POLICIES ................................................................................................................................ 73
5.1 COORDINATION, PLANNING, AND IMPLEMENTATION ................................................................... 73
5.2 STREET SYSTEM ................................................................................................................................ 81
5.3 NON-MOTORIZED SYSTEM ............................................................................................................... 86
5.4 TRANSIT SYSTEM .............................................................................................................................. 89
5.5 AIR TRANSPORTATION ..................................................................................................................... 90
CHAPTER 6 – FUNDING ............................................................................................................................... 92
6.1 FINANCIAL PLANNING AND PROGRAMMING ................................................................................. 92
6.2 FUNDING SOURCES .......................................................................................................................... 93
6.3 REVENUE SHORTFALL CONTINGENCY .............................................................................................. 98
6.4 FUNDING STRATEGIES, PROJECT PRIORITIZATION.......................................................................... 98
CHAPTER 7 – MONITORING AND EVALUATION ...................................................................................... 100
7.1 ANNUAL UPDATES .......................................................................................................................... 100
7.2 MULTI-YEAR UPDATES ................................................................................................................... 101
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CHAPTER 1 – INTRODUCTION
Auburn Station
The transportation system is a vital component of Auburn's social, economic, and physical
structure. The primary purpose of the transportation system is to support the movement of
people and goods within the City and connect the City to the broader region. Secondarily, it
influences patterns of growth, development, and economic activity by providing access to
adjacent land uses. Planning for the development and maintenance of the transportation
system is a critical activity promoting the efficient movement of people and goods, ensuring
emergency access, and optimizing the role transportation plays in attaining other community
objectives.
1.1 PURPOSE
The Comprehensive Transportation Plan is the framework for transportation planning in
Auburn. It functions as the overarching guide for changes to the transportation system. The
Plan evaluates the existing system by identifying key assets and improvement needs. These
findings are then incorporated into a needs assessment, which guides the future of the
transportation system.
This Plan is multi-modal, addressing multiple forms of transportation in Auburn including the
street network, non-motorized travel, and transit. Evaluating all modes enables the City to
address its future transportation needs in a comprehensive and balanced manner.
VISION
The Comprehensive Transportation Plan reflects the current and future needs of the Auburn
community and, in doing so, seeks to:
Enhance the quality of life for all Auburn residents;
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Encourage healthy community principles through non-motorized travel;
Promote a transportation system that supports local businesses and enhances economic
development opportunities;
Create a transportation system that is efficient, uncomplicated, and welcoming to visitors;
and
Provide a balanced, multi-modal transportation system that addresses both local and
regional needs.
GMA REQUIREMENTS
Washington State’s 1990 Growth Management Act (GMA) requires that transportation planning
be directly tied to the City’s land use decisions and fiscal planning. This is traditionally
accomplished through the adoption of the Transportation Element of the Comprehensive Plan.
Auburn fulfills this mandate by adopting the Comprehensive Transportation Plan as the
Transportation Element of the City’s Comprehensive Plan. In order to be GMA compliant, the
Comprehensive Transportation Plan must:
Inventory the existing transportation system in order to identify existing capital facilities
and travel levels as a basis for future planning;
Identify level-of-service (LOS) standards for all arterials, transit routes, and state-owned
facilities as a gauge for evaluating system performance;
Specify actions and requirements for bringing into compliance locally owned transportation
facilities or services that are below an established level-of-service standard;
Determine existing deficiencies of the system;
Use land use assumptions to estimate future travel, including impacts to state-owned
facilities;
Identify future improvement needs from at least ten years of traffic forecasts based on the
adopted land use plan;
Include a multiyear financing plan based on the identified needs;
Address intergovernmental coordination; and
Include transportation demand management strategies.
DISCLOSURES
In accordance with the requirements of Title II of the Americans with Disabilities Act of 1990
(“ADA”), the City of Auburn will not discriminate against qualified individuals with disability in
its services, programs, or activities.
Modifications to Policies and Procedures: City of Auburn will make all reasonable modifications
to policies and programs to ensure that people with disabilities have an equal opportunity to
enjoy all of its programs, services, and activities. For example, individuals with service animals
are welcomed in City of Auburn offices, even where pets are generally prohibited.
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1.2 HOW THE CITY USES THE PLAN
The Comprehensive Transportation Plan provides policy and technical direction for
development of the City’s transportation system through the year 2035. It updates and expands
the 2015 Comprehensive Transportation Plan by recognizing network changes since the last
plan, evaluating current needs, and identifying standards for future development, and various
infrastructure improvement scenarios. Major updates are required every 8 years. The next
major update is required to be adopted by June 20243.
NEEDS ASSESSMENT
A system-wide, multi-modal needs assessment was conducted throughout plan development to
ascertain which aspects of Auburn’s existing transportation system work well and which ones
need improvement. An evaluation of potential solutions and investment priorities was also
conducted as part of this process. The end result is that Auburn has a more thorough
understanding of system deficiencies, how best to address these deficiencies, and direction for
expanding the system in a sustainable manner.
PUBLIC INVOLVEMENT
Public outreach is an important component of the ongoing needs assessment process.
Throughout the year 2014, the City held a number of community meetings through the
Imagine Auburn visioning.
Process, for the major update adopted in 2015. The meetings included discussions of capital
investments in transportation infrastructure and other transportation related issues which have
been incorporated into this document.
As part of the adoption process, the Plan is also reviewed by the City of Auburn Planning
Commission, including a hearing where members of the public are provided the opportunity to
provide input on the plan, which is then reviewed and adopted by the City Council.
POLICY DEVELOPMENT
The City creates policies to state preferences for preservation of the existing system and
development of the future transportation system. Policies can be qualitative in nature, but
often they are quantitative and prescribe a specific standard.
Policies are also important for communicating the City’s values and needs to neighboring
jurisdictions and regional and state agencies. Having established policies in place enables the
City to more effectively influence change in keeping with its needs and objectives.
LOS AND CONCURRENCY
The concurrency provisions of the 1990 Growth Management Act (GMA) require that local
governments permit development only if adequate public facilities exist, or can be guara nteed
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to be available within six years, to support new development.
The GMA requires each local jurisdiction to identify facility and service needs based on level-of-
service (LOS) standards. Auburn ensures that future development will not cause the system ’s
performance to fall below the adopted LOS standard by doing one or a combination of the
following: limiting development, requiring appropriate mitigation, or changing the adopted
standard.
CAPITAL FACILITIES PLAN AND TRANSPORTATION IMPROVEMENT PROGRAM
The City uses the Transportation Improvement Program (TIP) and Capital Facilities Plan (CFP) to
develop a financial plan for capital improvements in Auburn, thus enabling the City to fulfill the
GMA requirement of having a multiyear financing plan based on the identified transportation
needs.
The TIP, is a financial planning tool used to implement the list of transportation improvement
projects identified in the Transportation Plan. It is a six-year plan which is reviewed and
updated annually by the City Council to reflect changes to project priorities and funding
circumstances. Generally, the projects included in the TIP are financially constrained such that
the estimated projects costs do not exceed the anticipated funding available in the 6 -yeaar
period. An exception are capacity projects funded by Transportation Impact Fees (also referred
to as Traffic Impact Fees). The first three years of traffic impact fee funded projects included in
the plan are fiscally constrained based on conservative growth projections. The last three years
of traffic impact fee funded projects in the plan include additional projects that provide for
growth beyond those accounted for by conservative growth projections. This results in a plan to
implement projects to accommodate additional growth should it occur. The traffic impact fee
funded projects included in the TIP are utilized to prepare annual updates to the traffic impact
fee schedule. Traffic impact fees on new development are determined by the cost of the
capacity projects included in the TIP.
The Capital Facilities Plan is also an annually adopted six-year financing plan. However, it is not
fiscally constrained for all six years. Unlike the TIP, the CFP is an adopted element of the City’s
Comprehensive Plan.
ADA COMPLIANCE
The City is committed to providing public infrastructure without barriers to those with
disabilities and achieving compliance with the American with Disabilities Act (ADA).
According to ADA local governments must develop a transition plan describing how it will
ensure its facilities, services, programs and activities are accessible. The transition plan:
Identifies physical barriers that limit the accessibility of its programs or activities to
individuals with disabilities.
Describes the methods that will be used to remove the barriers.
Provides an estimated schedule for taking the steps necessary to achieve compliance.
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Identifies the city official responsible for implementation and provides information on how
to file a grievance or complaint.
In 2020, The City completed The City is in the process of developing an ADA Transition Plan for
the Public Right-of-way that will summarizes the City’s policies and standards guiding right-of-
way maintenance and improvements to pursue full compliance with ADA. The ADA Transition
Plan will documents internal design standards and specifications, development of a schedule
and budget, and a step to monitor the process outlined in the plan. The ADA Transition Plan
for the Public Right of Way addresses the public right of way (ROW) of the City of Auburn,
which typically includes vehicular and bicycle roadway lanes, sidewalks, roadside trails, street
landscape areas, crosswalks, and traffic signals.
TITLE VI COMPLIANCE
Title VI of the Civil Rights Act of 1964 and the Federal-aid Highway Act of 1973 prohibits
discrimination on the basis of race, color, or national origin, or sex in any program or activity
that receives Federal funds or other Federal financial assistance. Programs that receive Federal
funds cannot distinguish among individuals on the basis of race, color or national origin, or sex
either directly or indirectly, in the types, quantity, quality or timeliness of program services, aids
or benefits that they provide or the manner in which they provide them. This prohibition
applies to intentional discrimination as well as to procedures, criteria or methods of
administration that appear neutral but have a discriminatory effect on individuals because of
their race, color, or national origin, or sex. Policies and practices that have such an effect must
be eliminated unless a recipient can show that they were necessary to achieve a legitimate
nondiscriminatory objective. Even if there is such a reason the practice cannot continue if there
are alternatives that would achieve the same objectives but that would exclude fewer
minorities. Persons with limited English proficiency must be afforded a meaningful opportunity
to participate in programs that receive Federal funds. Policies and practices may not deny or
have the effect of denying persons with limited English proficiency equal access to Federally-
funded programs for which such persons qualify.
The City of Auburn, Washington, assures that no person shall on the grounds of race, color,
national origin, or sex, as provided by Title VI of the Civil Rights Act of 1964 , and Civil Rights
Restoration Act of 1987 (P.L. 100.259) be excluded from participation in, be denied the benefits
of, or be otherwise subjected to discrimination under any program or activity. The City further
assures every effort will be made to ensure non -discrimination in all of its programs and
activities, whether those programs and activities are federally funded or not.
The Civil Rights Restoration Act of 1987 broadened the scope of Title VI coverage by expanding
the definition of the terms “programs or activityies” to include all of the operations of programs
or activities of City of Auburn, 2018 Annual Title VI Report.
Federal Aid recipients, sub-recipients, and contractors/consultants, whether such programs and
activities are federally assisted or not (Public Law 100259 [S.557] March 22, 1988.).
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The City will include Title VI language in all written agreements and will monitor for compliance.
The City’s Director of Human Resources is responsible for initiating and monitoring Title VI
activities, preparing reports and other responsibilities as required by 23 Code of Federal
Regulation (CFR) 200 and 49 Code of Federal Regulation 21.
The Title VI Non-Discrimination Agreement between the City and the Washington State
Department of Transportation (WSDOT) requires the City to prepare a yearly report of Title VI
accomplishments for the last year and goals for the upcomingnext year. The agreement and
annual report are published on the City’s website. . and year the annual report can be found
published on the City’s website.
1.3 REGIONAL COORDINATION
In addition to being influenced by factors within the City, Auburn’s transportation system is
influenced by what happens beyond its City limits: growth in neighboring communities,
infrastructure maintenance by regional agencies, the lack of funding for road m aintenance, new
capacity projects, and competing demands for transit services. This Plan calls for effective inter-
jurisdictional actions to address cross-border issues and to mitigate the impact of new
development. The Plan also recognizes that other jurisdictions, particularly state agencies and
transit providers, are responsible for a major share of the transportation facilities serving
Auburn.
WASHINGTON STATE DEPARTMENT OF TRANSPORTATION
The Washington State Department of Transportation (WSDOT) has jurisdiction over three major
routes connecting Auburn to the region: SR-167, SR-18, and SR-164 (Auburn Way South).
Auburn coordinates with WSDOT to study these corridors and implement roadway
improvements. WSDOT also serves an important role as administrator of federal and state
transportation funds.
SOUND TRANSIT
Sound Transit provides a variety of regional transit services for King, Snohomish, and Pierce
counties. In Auburn, Sound Transit provides commuter rail and express bus service. The Auburn
Station also serves as a hub and transfer station for local transit service provided by King
County Metro Transit and Pierce Transit.
The transit chapter provides more detail on current Sound Transit services, remaining needs for
regional transit service, and the role Auburn plays in coordinating with the agency.
KING COUNTY
King County Metro Transit, formerly a division of the King County Department of
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Transportation, is now the King County Transit Department. The King County Transit
Department provides local bus service for the Auburn area. Planned service for the City of
Auburn is described in the Metro Strategic Plan for Public Transportation 2011 -2021, and in
Metro Connects Long Range Public Transportation Plan, which was adopted by the King
County Council in 2017. The City has developed an employee Commute Trip Reduction (CTR)
program in cooperation with King County Transit. Details of the CTR program are summarized in
the Non-motorized and Transit chapters of this plan.
Auburn partners with King County Transit on the 497 bus route, which provides peak hour
service from Lakeland Hills to the Auburn Station. Auburn and King County Transit hope to
continue this relationship and develop future partnerships to expand transit service in Auburn.
King County Road Services Division is responsible for maintaining and regulating the roadway
network in King County, including the Totem and Klump portions of King County located inside
the City limits. King County Road Services has a number of programs and plans in place that
regulate development and other activities affecting their roadway network.
PIERCE COUNTY
Auburn partners with Pierce Transit on the 497 bus route, which provides peak hour service
from Lakeland Hills to the Auburn Station. Auburn and Pierce Transit hope to continue this
relationship and develop future partnerships to expand transit service in Auburn.
COUNTYWIDE PLANNING POLICIES
Under the Growth Management Act, King and Pierce Counties have adopted Countywide
Planning Policies to guide development in both incorporated and unincorporated areas of their
jurisdictions. The policies support county and regional goals to provide a variety of mobility
options and establish LOS standards that emphasize the efficient movement of people and not
just vehicles. The Countywide Planning Policies are also important because they provide
direction for planning and development of potential annexation areas.
PUGET SOUND REGIONAL COUNCIL
The Puget Sound Regional Council (PSRC) sets policy for King, Pierce, Kitsap, and Snohomish
counties through its long-range planning document, Vision 2040, and its regional transportation
plan, Transportation 2040. Both documents encourage future growth to be concentrated in
regional growth centers. They also seek to provide a multi-modal transportation system that
serves all travel modes, actively encouraging the use of alternatives to single occupant vehicles.
Another important policy theme is a focus on maximizing the efficiency of the transportation
system through transportation demand management (TDM) and transportation system
management (TSM) strategies, as well as completing critical links in the network.
Currently, PSRC is working on a Draft document for Vision 2050, which is an update of Vision
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2040. Vision 2050 is expected to be adopted by their Executive Board in 2020.
Auburn’s Transportation Plan is required to be consistent with PSRC’s regional planning efforts.
ADJACENT CITIES
The City recognizes the importance of coordinated and strong inter-jurisdictional action
because transportation impacts do not stop at local boundaries. The City works closely with
neighboring cities and the Muckleshoot Indian Tribe to address transportation issues. These
neighbors adopt goals and policies that directly impact Auburn. In developing this plan, analysis
was undertaken to ensure that all transportation system improvements are compatible with
neighboring jurisdictions.
CITY OF KENT
The City of Kent shares Auburn’s northern border and several regional transportation corridors
including S 277th Street, SR 167, and the West Valley Highway. Most recently, Auburn has
completed coordination with Kent on the annexation of the S 277th Street from Auburn Way
North to the Green River into the City of Auburn to allow the widening of S 277th Street
between Auburn Way N and L Street NE.
CITY OF FEDERAL WAY
The City of Federal Way is located west of Auburn. Several roadways, most notably SR 18,
connect Auburn and Federal Way. Auburn and Federal Way regularly coordinate on both
motorized and non-motorized roadway improvements affecting both jurisdictions.
CITES OF SUMNER/ALGONA/ PACIFIC/BONNEY LAKE
The City partners with its southern neighbors in many respects, including street system
planning, transit planning, and regional trail planning. Auburn is also working with Sumner,
Pacific and Algona on roadway improvement projects, including the recent preservation of
Boundary Boulevard in partnership with Algona, and financial suppo rt of Pacific’s project to
widen Stewart Road to the west of the White River. The City coordinates primarily with Bonney
Lake for provision of water service in the Pierce County portion of the City. However, efforts to
coordinate transportation systems and services will likely occur in the future. Partnerships with
neighboring cities will continue to be an important factor in successful transportation planning.
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Map 1-1 Adjacent Jurisdictions
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MUCKLESHOOT INDIAN TRIBE
The Muckleshoot Indian Tribe (MIT) is situated in the southeastern portion of the City and in
unincorporated King County, generally to the east of Auburn Way South (SR-164) and south of
SR-18. The Muckleshoot Tribe operates two major attractions in or near Auburn: the
Muckleshoot Casino and the White River Amphitheatre. Both of these activity centers generate
a large number of vehicle trips. Commercial development on tribal lands is expected to increase
in the future and must be evaluated during transportation planning efforts.
The City and tribe coordinate on a variety of transportation planning issues, both to
accommodate the capacity needs derived from traffic generated by tribal land uses and to
ensure the tribe has a functioning transportation system for its members. The City and the
Tribe are currently working on a Memorandum of Understanding (MOU) to partner on
pedestrian improvement projects along the Auburn Way South corridor.
The Muckleshoot Tribe has developed their own Comprehensive Land Use Plan. In addition, a
Transportation Plan and a Tribal Transportation Improvement Program have been created to
identify transportation needs and plan for the next seven generations. One theme that is
emerging from this effort is the need to build a well-connected internal roadway system on the
reservation. Currently, Auburn Way South is the primary route for drivers and pedestrians
traveling within the reservation. This extensive internal network will increase transportation
efficiency and most importantly improve safety along the Auburn Way South corridor. The
Muckleshoot Indian Tribe and the City of Auburn have created a partnership to provide safety
improvements along Auburn Way South. These improvements are complete and the City
continues to pursue grant and partnership opportunities to complete additional improvements
along the corridor.
During July 2015, the State Legislature passed a transportation package which included $15
million for the SR 164 East Auburn Access project, which will create and develop an affordable,
long-term improvement to congestion and safety issues, while also planning to accommodate
future growth in the area. The City is involved in the development of the preferred alternative
for this project.
The Muckleshoot Tribe runs two publicly available Transit routes along State RouteSR- 164.
The Reservation Route runs through the Tribe community, and stops southeast of Les Gove
Park. It runs every 30 minutes starting at 7:00am. The Auburn Route Express runs from the
Tribe through the City of Auburn, making stops along the way. It runs every hour starting at
7:00am.
1.4 ACCOMPLISHMENTS SINCE THE LAST PLAN (2015)
Since 2015, the City has completed numerous transportation improvements, with an emphasis
on providing new road capacity, improving pedestrian and bicycle safety, preservation of
existing infrastructure, and providing better access to regional transit services including
commuter rail. Planned and completed capacity projects are shown on Tables 2-2, 2-4 and
Appendix A.
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Table 1-1 shows the key non-capacity projects completed since the 2015 plan.
In addition to the completed planned capacity projects, additional projects were completed,
such as, for example, the I street roundabout at 22nd St NE,, the Auburn Way South sidewalk
additions from Dogwood to Hemlock and from 17th St SE to Muckleshoot Plaza, the 277th
multimodal path from Auburn Way N to L St, and the F street SE non-motorized improvements,
all of which increase road users safety and accessibility.
Table 1-1: Transportation Improvements Completed since 2015
# Project Name Location Type of
Improvement
1 37th & B St NE Pre-Signal 37th & B St NW Safety
2 Lake Tapps Parkway 8th St E to Lakeland Hills Way Preservation
3 W. Main street Multimodal & ITS
improvements
W. Main St, W. Valley Hwy, 15th
St SW, C St. SW
Multimodal & ITS
4 Traffic Signal Safety Improvements Various locations along 15th St.
NW, 15th St. NE, Harvey Rd. NE,
& Auburn Ave
Safety
5 Auburn Way N. Pavement Preservation 22nd St NE to 45th St. NE Preservation,
Signal, & Non-
Motorized
6 Mini Traffic Circle Elm St. SE & 22nd St. SE Safety
7 Railroad Crossing Improvements C St. SW Safety
8 B St NW Reconstruction 37th St. NW to 49th St. NW Roadway
9 Roundabout I St. NE & 22nd St. NE Safety
10 S. 277th St. Corridor Auburn Way N to L St. NE Roadway & Non-
Motorized
11 Auburn Way S. Pedestrian Improvements Dogwood SE to Fir St. SE Non-Motorized
12 2014 Pavement Patch & Overlay Citywide Preservation
13 2015 Pavement Patch and Overlay Citywide Preservation
14 2016 Local Street Reconstruction &
Preservation
Citywide Preservation
15 2018 Arterial Crack Seal Citywide Preservation
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1.5 PLAN ORGANIZATION
The following three chapters are organized according to the three primary transportation
modes in Auburn: the street Street system System (Chapter 2), the non Non -motorized
system System (Chapter 3), and the transit Transit system System (Chapter 4). Each
chapter contains a needs assessment and discussion of the future system, including proposed
projects or improvements.
The remaining chapters cover subjects pertaining to all three system types. Chapter 5 details
the City’s transportation objectives and policies. Chapter 6 discusses funding sources that can
be used to finance future network improvements. Chapter 7 identifies a monitoring and
evaluation strategy to ensure the document remains relevant and that progress is made
towards implementation of the Plan.
1.6 STAFF RESOURCES
Implementation of the Comprehensive Transportation Plan requires numerous resources,
including staff time. All departments play a role in executing the Plan, but the Public Works
Department is the implementation lead. The Public Works Department employs engineers,
planners, technical and support staff, and maintenance and operations personnel to maintain
and improve the City’s transportation system. Nonetheless, staff performs many functions, and
dedicating sufficient resources to carry out the goals of this plan continues to present
challenges. Figure 1-1 identifies the basic organization of the Public Works Department,
Transportation Program.
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Figure 1-1 Transportation Program Staff Resources (2020)
DIRECTOR OF PUBLIC
WORKS
CITY
ENGINEER/ASSISTANT
DIRECTOR
SENIOR
TRANSPORTATION
PLANNER
TRANSPORTATION
PLANNER
(VACANT)
ROW SPECIALIST
SENIOR TRAFFIC
ENGINEER
ASSISTANT TRAFFIC
ENGINEER
ASSISTANT TRAFFIC
ENGINEER
(VACANT)
TRAFFIC OPERATIONS
ENGINEER
TRAFFIC OPERATIONS
SUPERVISOR
TRAFFIC SIGNAL
TECHNICIAN
(2 POSITIONS)
MAINTENANCE &
OPERATIONS GENERAL
MANAGER
STREET / VEGETATION
MANAGER
STREET SUPERVISOR
MAINTENANCE
WORKER II CDL
(6 POSITIONS)
MAINTENANCE
WORKER I CDL
(4 POSITIONS)
VEGETATION
SUPERVISOR
MAINTENANCE
WORKER II CDL
(6 POSITIONS)
MAINTENANCE
WORKER i CDL
(2 POSITIONS)
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CHAPTER 2 – THE STREET SYSTEM
The City is served by an extensive street network, which includes highways, arterials, collectors,
and local streets. The Auburn transportation system is designed to accommodate all modes of
travel. This chapter describes the network and how well it serves the City both existing and
future.
2.1 EXISTING STREET SYSTEM
FUNCTIONAL CLASSIFICATION
The street system functions as a network. Functional classification is the hierarchy by which
streets and highways are defined according to the character of service they provide. There are
three main classes of streets in Auburn: arterials, collectors, and local streets. Existing street
classifications are shown in Map 2-1. All streets have been classified using the Federal
Functional Classification system guidelines. No significant changes have been made to the
classification of City streets from the previous Comprehensive Transportation Plan.
The Auburn Engineering Design Standards identifies design standards for each type of City
street, in conformance with WSDOT and AASHTO standards.
From a planning perspective, acknowledgment and proper designation of functional
classifications allows for the preservation of right-of-way for future transportation corridors,
whether the corridor provides access to car, HOV, transit, bike, or pedestrian use. Functional
classification helps establish corridors that will provide for the future movement of people and
goods, as well as emergency vehicle access. Proper designation is crucial to the planning effort;
as development occurs, accommodation for the appropriate transportation corridors should be
incorporated into development plans.
STATE HIGHWAYS
SR- 18 – connects I- 5 to I- 90 through Auburn. Within the City limits, SR- 18 has interchanges
with SR- 167, West Valley Highway, C Street, SR- 164/Auburn Way S, Auburn Black Diamond
Road, and SE 304th Street providing access to downtown Auburn and Lea Hill. It is classified as
both a Highway of Statewide Significance (HSS) and a National Highway System (NHS) route for
the entire corridor segment. SR- 18 is a full control limited access highway, allowing access only
at interchanges within the City limits.
SR- 167 - also known as the Valley Freeway, serves as an alternative to I- 5, connecting South
King and north Pierce counties to the I- 405 corridor to the north. SR- 167 is designated as both
HSS and NHS. Within the City limits, SR- 167 has interchanges with SR- 18, S 277th Street, 15th
Street NW, and 15th Street SW. SR- 167 is a full control limited access highway, allowing access
only at interchanges within the City limits.
SR- 164 - is a 15-mile roadway corridor beginning at the SR- 18 interchange with Auburn Way S.
The corridor is aligned southeast through the City, connecting with the Muckleshoot Tribal
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Reservation and White River Amphitheater, and unincorporated King County before
terminating in the City of Enumclaw at its junction with SR- 410. SR- 164 is a City street which is
part of a State Highway. It is classified as an urban minor arterial by WSDOT, and also a HSS. The
City of Auburn classifies it as a principal arterial. SR- 164 does not have the same access
restrictions as found on SR- 18 and SR- 167.
ARTERIALS
Arterials are the highest level of City street classification. There are two types of arterials in
Auburn.
Principal Arterials are designed to move traffic between locations within the region and
connect with the freeway system. Design emphasis is placed on providing movement for both
inter- and intra-city traffic. As such, these facilities typically carry the highest traffic volumes,
experience the longest vehicle trips, and have the highest speed limits of all City streets.
Direct access to adjacent land uses is permitted, although these streets are most likely to have
limited access, in an effort to enhance safety along these corridors, and increase capacity for
through vehicles.
These arterials are the framework street system for the City and usually extend beyond the City
limits, connecting with neighboring jurisdictions. They are typically constructed to
accommodate five-lanes of traffic with speed limits of 30 to 45 mph. The design year average
daily traffic (ADT) is greater than 15,000 vehicles per day. Principal arterials are heavily utilized
as bus routes, carrying both local and regional service. Typically, on-street bicycle facilities are
not appropriate for Principal Arterials and bicyclists are accommodated on adjacent separated
trails or on parallel bicycle routes. Pedestrians are accommodated on sidewalks.
Minor Arterials interconnect and augment the principal arterial system by providing access to
and from the principal arterials and freeways. They serve moderate length trips with slightly
less mobility than principal arterials and distribute traffic to smaller geographic areas. Minor
arterials may serve secondary traffic generators such as business centers, neighborhood
shopping centers, major parks, multifamily residential areas, medical centers, larger religious
institutions, and community activity centers. While minor arterials should not enter
neighborhoods, they do provide access between neighborhoods. They are typically constructed
to accommodate four to five lanes of traffic with speed limits of 30 to 35 mph and a design year
ADT of 10,000 to 20,000 vehicles per day. Minor arterials are frequently utilized as bus routes,
have sidewalks to comfortably accommodate pedestrians and may include bicycle lanes, as
appropriate.
COLLECTORS
Collectors are a step below arterials in the City classification system. There are three types of
collectors in Auburn.
Urban Residential Collectors are used to connect local streets and residential neighborhoods to
community activity centers and minor and principal arterials. Urban Residential Collectors are
typically constructed to accommodate two travel lanes with medians and turn pockets at
intersections or two travel lanes with bicycle lanes. The posted speed limit is generally 30 mph
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and the design year ADT is 2,500 to 10,000 vehicles per day. Urban Residential Collectors have
sidewalks and may be utilized for some transit service, including dial-a-ride transit and
paratransit services.
Rustic Residential Collectors are routes located in areas with less intensive land uses associated
with the Residential Conservancy land-use designation. They carry traffic between local and
arterial streets. Rustic Residential Collectors provide access to all levels of arterials, are typically
constructed to accommodate two lanes with gravel shoulders on both sides, and have a speed
limit of 30 to 40 mph. The gravel shoulder may be reduced on one side to provide a wider
shoulder on the other for bicycle travel. Rustic Residential Collectors do not have sidewalks and
generally do not carry transit services except for paratransit and possibly dial-a-ride-
transit. The design year ADT is 1,000 to 5,000 vehicles per day.
Non-Residential Collectors provide intra-community access by connecting non-residential areas
such as industrial and commercial areas to minor and principal arterials. They may s erve
neighborhood traffic generators such as stores, elementary schools, religious institutions,
clubhouses, small hospitals or clinics, areas of small multifamily developments, as well as other
commercial and industrial uses. Non-Residential Collectors are typically constructed to
accommodate two lanes and a center two-way left-turn lane, with a speed limit of 30 mph and
may include bicycle lanes. The design year ADT is 2,500 to 5,000 vehicles per day. Non-
Residential Collectors have sidewalks and may be utilized for some transit service, including
dial-a-ride transit and paratransit services.
LOCAL STREETS
Local Streets are the most common street type in the City. Local streets comprise all facilities
not part of one of the higher classification systems. Local streets primarily provide direct access
to abutting land and to the higher order streets. Service to through traffic is discouraged. There
are four categories of local streets.
Urban Local Residential Streets provide access to abutting residential parcels. They offer the
lowest level of mobility among all street classifications. The street is designed to conduct traffic
between dwelling units and higher order streets. As the lowest order street in the hierarchy,
the street usually carries minimal through traffic and includes short streets, cul-de-sacs, and
courts. The speed limit is generally 25 mph and the design year ADT is 200 to 1,200 vehicles per
day. Urban Local Residential Streets have sidewalks to accommodate pedestrians. Bicyclists
may travel either on the sidewalk or within the travel lane depending on their level of comfort.
Transit service is generally limited to dial-a- ride transit and paratransit.
Rustic Local Residential Streets serve areas associated with the Residential Conservancy zoning
designation. They provide access to adjacent land and distributing traffic to and from the
arterials, residential collectors, rustic, and local streets. Rustic Local Residential Streets are two -
lane roadways with gravel shoulders and a speed limit of 25 mph. The design year ADT is 100 to
1,000 vehicles per day. Because these streets have low traffic volumes, bicyclists can
comfortably share the travel lane with motorized vehicles. Since Rustic Local Residential Streets
do not have sidewalks, pedestrians walk along the shoulder of the road. Transit service is very
infrequent and most likely limited to paratransit and possibly dial-a-ride-transit.
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Local Non-Residential Streets provide direct access to higher order classification streets and
serve primarily industrial and manufacturing land uses. They offer a lower level of mobility and
accommodate heavy vehicle traffic. Typically they have two travel lanes with a speed limit of 25
mph and the design year ADT is 400 to 1,200 vehicles per day. Local Non-Residential Streets
have sidewalks to accommodate pedestrians and bicyclists may travel on the shoulder of the
road (Class IV bicycle facility), although bicycle travel may not be as comfortable as on Local
Residential Streets due to a greater frequency of trucks and other heavy vehicles. Transit
service is generally limited to dial-a- ride transit and paratransit.
Private Streets can be appropriate for local access in very limited usage. They provide direct
access to City streets and should be limited to those streets accessing properties within a
planned area and immediately adjacent properties. Private streets at a minimum are built to
the same design and construction standards as a local residential street.
ALLEYS AND ACCESS TRACTS
Alleys provide vehicular access to abutting properties, generally through the rear or side of the
property. Alleys can be public or private and serve several purposes including access
management and the alleviation of traffic problems on city streets. Alleys should provide
through access to city streets or adequate turnaround space if through access is not feasible.
Alleys shall be constructed to allow for general-purpose and emergency access at all times.
ACCESS TRACTS
Access Tracts, sometimes referred to as shared driveways, provide vehicular access for lots that
do not abut front a street or alley. They are most common in panhandle lots or rear lots that do
not have street or alley access. Access tracts are privately owned and maintained. They must
provide for sufficient vehicular movement and turnaround space, be free of temporary and
permanent obstructions, and provide for emergency access.
TRAFFIC VOLUMES
Average daily traffic counts were obtained from data collected during 2013.9 Map 2-2 shows
the existing average weekday daily traffic volumes on City arterials.
A major contributor to the high traffic volumes on City arterials is traffic passing through the
City. This pass-through traffic originates in surrounding jurisdictions and uses City streets to
access the major regional highways, such as SR-18 and SR-167. Based on the City’s travel
demand model from 2014, Bbetween 25 and 30 percent of all vehicle trips on the Auburn street
system begin and end outside the City. The City is committed to working with WSDOT to
improve the state highway system, thereby reducing the demand on the City street system.
SPEED LIMITS
The City designates speed limits as a means of alerting drivers to safe and appropriate travel
speeds for a particular corridor segment. Typically, the higher the classification of roadway, the
higher the posted speed limit. Except for school zones which are posted at 20 mph when
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children are present, speed limits in the City range from 25 mph (typically for local roads) to 45
mph on some principal arterials. The City routinely monitors corridors to ensure appropriate
speed limits are in place. Unless otherwise posted the statutory legal speed limit in the City is
25 mph.
TRAFFIC SIGNALS AND SIGNS
Traffic signals, signs, and pavement markings are used to inform road users, thereby increasing
the effective use of the roadway by moving traffic more efficientl y and safely. The City uses the
Manual of Uniform Traffic Control Devices (MUTCD) as guidance for design, construction, and
placement of these design elements in the right of way.
FREIGHT
Auburn is an important freight hub in the Puget Sound region, and t he efficient movement of
freight, through and within the City, is critical to Auburn’s economic stability. Both rail and truck
freight, originating largely in the Ports of Tacoma and Seattle, pass through Auburn regularly.
RAIL
The Union Pacific Railroad (UP) and Burlington Northern Santa Fe Railway (BNSF) have rail lines
running through Auburn. The UP line runs north -south, to the east of the Interurban Trail. BNSF
has a double-track, federally designated, high-speed railroad line running north-south. BNSF
and Sound Transit added a third track to this north-south line in 2016. This third track was
installed to handle increased commuter rail traffic and freight traffic. The BNSF Stampede Pass
line runs east-west through downtown Auburn, entering Auburn at the east end of town near
Auburn-Black Diamond Road, and merges with the north-south line just south of the Auburn
Station.
In addition, BNSF operates a rail yard between A Street SE and C Street SW, south of SR -18. In
the future, this area may develop as a multi-modal rail yard, prompting the need to mitigate
increased truck traffic through capacity improvements. BNSF also has plans to increase traffic
on the Stampede Pass line, the east-west rail line running through Auburn. To accommodate
this increase, the City completed the grade separation of M Street SE. Both the BNSF north-
south line and the Stampede Pass line are handling an increase in rail freight traffic. BNSF
handles a number of unit (solid) coal trains traveling to terminals in northwest Washington
state, as well as unit oil trains carrying crude oil to northwest Washington state refineries.
While loaded coal and oil trains are usually handled on the north -south line, some of these
empty trains return east to Wyoming or North Dakota via the Stamp ede Pass line.
The pavement at the crossing of the Union Pacific Railroad at 15th Street SW is in poor
condition. Rehabilitation of the pavement is a high priority for the City, and a project has been
programmed to reconstruct 15th Street SW from C Street SW to the railroad tracks.
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TRUCK
The City has designated truck routes for through freight movement in an effort to maximize the
efficiency of, and protect the roadway infrastructure. Current City of Auburn truck routes are
shown in Map 2-3. Truck routes, established by City ordinance, are designated for roadways
that incorporate special design considerations such as street grades, continuity, turning radii,
street and lane widths, pavement strength, and overhead obstruction heights.
In addition, the Washington State Freight and Goods Transportation System (FGTS) is used to
classify roadways, freight railroads, and waterways according to the annual freight tonnage
they carry as directed by RCW 47.05.021. Map 2-4 shows the 201913 classifications of City
streets. The FGTS is primarily used to establish funding eligibility for Freight Mobility Strategic
Investment Board (FMSIB) grants, fulfill federal reporting requirements, support transportation
planning process, and plan for pavement needs and upgrades. The FGTS classifies roadways
using the following categories:
T1: more than 10 million tons per year
T2: 4 million to 10 million tons per year
T3: 300,000 to 4 million tons per year
T4: 100,000 to 300,000 tons per year
T5: at least 20,000 tons in 60 days and less than 100,000 tons per year
Truck freight tonnage values are derived from actual or estimated truck traffic counts and
converted into average weights by truck type.
The City expects that the majority of regional truck trips will take place on state highways.
However, recognizing that trips through the City are sometimes necessary, Auburn has
designated a network of north-south and east-west corridors as truck routes, which are built to
truck standards. In addition, the City has designated future truck routes, which will be designed
and constructed to accommodate truck traffic, as opportunities arise. FMSIB has expressed an
interest in these first and last mile connectors which provide access between these classified
freight facilities and port, rail yard, distribution centers and truck terminals.
Auburn has significant industrial and commercial development throughout the City. The City
encourages local delivery trucks to use the designated truck network as much as possible, but
recognizes that trips on non-truck routes are necessary. The City is committed to supporting
local industry, business, and residential needs and recognizes that the ability to ship and receive
freight is essential to the success of many businesses. To implement this policy, the City will
collaborate with local businesses to improve freight access, while maintaining the roadway
infrastructure, whenever possible. This may include adopting City Code and updating the
Auburn Engineering Design and Construction Standards in a manner that favors these priorities.
However, in a limited number of key locations, trucks may be prohibited due to existing design
elements which do not support trucks, protecting sensitive areas such as downtown and
residential neighborhoods, and to extend pavement life.
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Truck Traffic Using S. 277th Street
SAFETY
The City places the highest priority on providing a safe transportation system for all travel
modes. Continual efforts are made to make changes to the street system in a manner that
improves safety and decreases the likelihood and severity of collisions. Pedestrian crossings and
other non-motorized safety issues are discussed in the following chapters. At grade railroad
crossings, emergency response needs and collisions related to the street system are discussed
below.
At grade railroad crossings create conflict points between vehicles and non-motorized road
users and rail traffic. Auburn has several at grade railroad crossings: the Union Pacific tracks
cross 44th St NW, 37th Street NW, 29th Street NW, West Main Street, and 15th Street SW . The
BNSF tracks cross 37th Street NW, 29th Street NW, 3rd Street NW, W Main Street, and Auburn -
Black Diamond Road.
With as many as 75 trains passing through the City each day, the City has many at- grade
crossings, each with unique safety implications. The City coordinates with railroad operators
and the State to upgrade the crossings whenever possible. For instance, the project to grade
separate M Street SE at the BNSF Stampede Pass tracks by lowering M Street SE under the
railroad overpass was completed during 2013.
Recent upgrades include the construction of a pre-signal where 37th Street NW crosses the
BNSF tracks, to stop westbound vehicles on 37th Street NW to the west of the grade crossing in
advance of the traffic signal at B Street NE. The pre-signal will prevent vehicles from stopping
on the crossing.
BNSF recently constructed a third rail mainline between Seattle and Auburn to improve service
and reliability for passenger rail. The new mainline is located on the west-side of the existing
tracks. The third mainline reduces vehicle storage for westbound vehicles on W Main Street and
3rd Street NW between the tracks and traffic signals with C Street NW
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Impacts at the remaining grade crossings are anticipated to worsen in the future due to
increased vehicle demands at the crossings, combined with increased rail traffic, resulting in
more frequent, and longer duration, closures.
EMERGENCY RESPONSE AND MANAGEMENT
Providing residents with quick responses in emergency situations is a high priority for t he City.
The City maintains a Comprehensive Emergency Management Plan and supporting plans which
identify critical facilities that should be maintained as a first priority during catastrophic events.
Critical transportation facilities, generally include Principal Arterials, bridges and major
evacuation routes.
In addition, the City works to provide a street network that will ensure multiple alternate routes
for emergency vehicles. Fire and police response vehicles are equipped with traffic signal
controls that enable emergency vehicles to secure safe and rapid passage along signalized
corridors. In addition, the City has mutual-aid agreements with nearby emergency response
operators to ensure adequate coverage in case of road closures or other obstacles tha t would
otherwise prevent timely emergency response.
COLLISIONSCRASHES
The City collects and reviews collision crash data to identify intersection and roadway locations
where potential hazards exist. Potential safety problems are identified using the Safety Priority
Index System (SPIS) methodology, an effective problem identification tool for evaluating
locations with higher collision crash histories. The SPIS score for a location considers three
years of data and considers frequency, collision crash rate, and severity.
If a hazard is identified, corrective measures can then be identified and implemented as
appropriate. While the City relies primarily on its own data, collision crash data from other
sources, including neighboring jurisdictions and the State, is utilized whenever available.
2.2 STREET STANDARDS AND LEVELS-OF-SERVICE
The Growth Management Act (GMA) requires the City to establish service levels for the street
network and to provide a means for correcting deficiencies and meeting future ne eds.
Transportation professionals use the term ‘level-of-service’ (LOS) to measure the operational
performance of a transportation facility, such as a street corridor or intersection. This measure
considers perception by motorists and passengers in terms of speed, travel time, freedom to
maneuver, traffic interruptions and delays, comfort, and convenience.
The City currently uses a single-mode LOS system based upon vehicular travel. In the future, a
multi- modal system which includes transit, pedestrians, and bicyclists should be developed and
adopted.
The currently adopted LOS methodology gives letter designations from ‘A’ through ‘F’, with LOS
A representing the best operating conditions, and LOS F representing the worst. LOS can be
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quantified in different terms, depending on the transportation facility. Definitions for each
level-of-service and the methodologies for calculating the level-of-service for various facilities
are contained in the Highway Capacity Manual (Transportation Research Board, 2000). The City
most commonly uses corridor level-of- service for accessing facilities. Generally, this is
considered the most comprehensive way to determine vehicular traffic impacts. The following
descriptions provide some guidance for interpreting the meaning of each LOS letter for corridor
LOS on city streets.
LOS A describes primarily free-flow operations at average travel speeds, usually about 90
percent of the free-flow speed (FFS) for the given street class. Vehicles are completely
unimpeded in their ability to maneuver within the traffic stream. Control delay at signalized
intersections is minimal. FFS is the average speed of vehicles on a given facility, measured
under low-volume conditions, when drivers tend to drive at their desired speed and are not
constrained by control delay. Control delay is the total elapse time from a vehicle joining
the queue until its departure from the stopped position at the head of the queue. This
includes the time required to decelerate into the queue and accelerate back to free-flow
speed.
LOS B describes reasonably unimpeded operations at average travel speeds, usually about
70 percent of the FFS for the street class. The ability to maneuver within the traffic stream is
only slightly restricted, and control delays at signalized intersections are not significant.
LOS C describes stable operations; however, ability to maneuver and change lanes in
midblock locations may be more restricted than at LOS B, and longer queues, adverse signal
coordination, or both may contribute to lower average travel speeds of about 50 percent of
the FFS for the street class.
LOS D borders on the range in which small increases in the number of vehicles may cause
substantial increases in delay and decreases in travel speed. LOS D may be due to poor
progression through the signalized intersections along a corridor, inappropriate signal
timing, high traffic volumes, or a combination of these factors. Average travel speeds are
about 40 percent of FFS.
LOS E is characterized by significant delays and average travel speeds of 33 percent or less
or the FFS. Such operations are caused by a combination of adverse signal progression,
close signal spacing, high volumes, extensive delays at critical intersections, and
inappropriate signal timing.
LOS F is characterized by urban street flow at extremely low speeds, typically one-third to
one- fourth of the FFS. Intersection congestion is likely critical at signalized locations, with
high delays, high volumes, and extensive queuing.
CITY LOS STANDARDS AND CURRENT LOS
It is necessary to define LOS standards for transportation facilities to enforce the concurrency
requirements of the GMA. If development causes a facility to degrade below a defined LOS
standard, concurrency requires that the development make improvement to restore operations
to the LOS standard or better, or the permit for that development be denied. Additionally, if
development degrades a facility that is already operating below LOS standards, concurrency
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requires that the development make improvements to restore operations to the pre-
development conditions.
Auburn defines unsatisfactory LOS as: an unacceptable increase in hazard or unacceptable
decrease in safety on a roadway; an accelerated deterioration of the street pavement condition
or the proposed regular use of a street not designated as a truck route for truck movements
that can reasonably result in accelerated deterioration of the street pavement (typically
addressed through the payment of the truck impact fee); an unacceptable impact on geometric
design conditions at an intersection where two truck routes meet on the City arterial and
collector network; an increase in congestion which constitutes an unacceptable adverse
environmental impact under the State Environmental Policy Act; or the inability of a facility to
meet the adopted LOS standards.
The City uses corridor LOS as its primary measurement to evaluate the City’s of transportation
system and to identify needed improvements impacts. The City corridors typically used for
analyzing LOS are shown in Map 2-5, although the City may require analysis of a different
segment in order to assess the full LOS impacts. All arterials and collectors in Auburn have
designated LOS standards. The LOS standard for these corridors is primarily LOS D with the
exception of some corridors that may operate as LOS E or F.
While the City uses a weekday PM peak hour based LOS system, weekday AM peak hour LOS
impacts may be required to be analyzed in situations where unique conditions are likely to
result in a LOS deficiency during the weekday AM peak hour.
Table 2-1 identifies Auburn’s LOS Standards, as well as the 2014 corridor LOS. As indicated in
the table, LOS was calculated for many of Auburn’s street corridors using traffic count data
collected during 2014.
When evaluating the impact of a proposed development, intersection and queuing LOS are
analyzed and evaluated, in addition to these corridor LOS. Typically, a traffic impact analysis is
submitted by the developer and evaluated by the City, to establish which mitigation is required,
if any.
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Table 2-1 Corridor Level of Service – Existing 2014 Weekday PM Peak Hour
ID
Corridor
From
To
LOS
Standard*
2014 LOS
NB/EB SB/WB
1 Auburn Way N 15th St NE S 277th St E C C
2 Auburn Way N E Main St 15th St NE E D D
3 Auburn Way S E Main St M St SE F C D
4 Auburn Way S M St SE Academy Dr. SE D B C
5 M St/Harvey Auburn Way N E Main St E D D
6 M St/Harvey E Main St Auburn Way S E D C
8 37th St NE/NW West Valley Hwy Auburn Way N E C C
9 15th St NE/NW West Valley Hwy Auburn Way N F** D D
10 Auburn Ave/A St 6th St SE E Valley Access Rd D B C
11 Main St West Valley Hwy R St D D D
12 15th St SW West Valley Hwy C St SW E D D
13 C St SW Ellingson Rd SR-18 D B C
14 West Valley Hwy 37th St NE 15th St NE E B C
15 S 277th St Frontage Rd L St NE E C C
16 R St SE/Kersey Way Howard Rd Lake Tapps Pkwy D B B
17 Lake Tapps Pkwy East Valley Hwy Kersey Way SE D C C
18 A St NW/B St NW 3rd St NW S 277th St D C B
19 8th St NE/Lea Hill Rd Harvey Rd 124th Ave SE E C B
22 SE 312th St/132nd Ave SE 124th Ave SE SR-18 D B B
25 105th Pl SE/SE 320th St Lea Hill Rd 124th Ave SE D A C
26 Lakeland Hills Way SE Lake Tapps Pkwy A St SE E D C
27 29th St SE/Riverwalk Dr. A St SE Auburn Way S D D C
31 3rd St SW/Cross St C St Auburn Way S F F E
33 41st St SE/Ellingson Rd A St SE C St SE F F F
35 West Valley Hwy 15th St NW 15th St SW E D E
* Corridor segments within Downtown Auburn may operate at LOS E in accordance with the Auburn Downtown Plan. All other arterial and
collector corridors must operate at LOS D or better, unless otherwise indicated.
** Total travel time in the eastbound direction cannot exceed 1,000 seconds for this corridor to meet LOS standards.
As shown in the table, each of the corridor segments currently meets LOS standards adopted by
the City as part of this plan. The LOS standards for several corridors have been revised
downwards in recognition that a number of corridors are considered to be built out by the City
due to Right-of-Way constraints, impact to existing development, and project costs. For
example, eastbound Cross Street and both eastbound and westbound 41st Street SE, all of
which currently operate at LOS F. The poor operations on these segments can be attributed to
their short length, closely spaced signalized intersections, and limited storage lengths,
combined with high volumes of turning traffic.
In the majority of cases it is the traffic operations at the intersections along a corridor which
limit the capacity of the corridor, rather than the capacity of the roadway segments between
intersections. This is especially true along corridors with closely spaced intersections, such as
Cross Street and 41st Street SE, and corridors where two principal arterial roads intersect, such
as Auburn Way S and M Street SE. Along other corridors where the number of intersections is
limited and the distances between them are greater, the corridor LOS may not identify a
bottleneck at one or more of the intersections along the overall corridor. An example of this is
along the Kersey Way corridor, where the overall corridor operates at LOS B, but the
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intersection with 29th Street SE operates at LOS D, with the highest delays and longest vehicle
queue associated with southbound traffic on Kersey Way.
STATE HIGHWAY LOS
Amendments to the GMA in 1998 added new requirements for local jurisdictions to address
state- owned transportation facilities, as well as local transportation system needs in their
comprehensive plans (RCW 47.06.140). House Bill 1487, adopted by the Washington State
Legislature in 1998, requires that the transportation element of local comprehensive plans
include the LOS standards for Highways of Statewide Significance (HSS). HB 1487 clarified that
the concurrency requirement of the GMA does not apply to HSS or other transportation
facilities and services of statewide significance. HB 1487 also requires local jurisdictions to
estimate traffic impacts to state-owned facilities resulting from land use assumptions in the
Comprehensive Plan.
THE WSDOT STANDARD
WSDOT has identified a LOS D standard for all urban Highways of Statewide Significance (HSS)
according to the State Highway System Plan (HSP). All state highways within the City of Auburn,
including SR-18, SR-167, and SR-164 are classified as urban Highways of Statewide Significance,
and therefore have a LOS D standard.
LAND USE/TRANSPORTATION RELATIONSHIP
Land use and the transportation system are intertwined, each influencing the development of
the other. Therefore, it is necessary to evaluate how the future transportation system can be
improved to best support both existing and proposed land-uses.
In 2003 Auburn was designated as a Regional Growth Center by the Puget Sound Regional
Council as part of the Vision 2040 plan. Designated regional growth centers are identified for
housing and employment growth, as well as being eligible for regional transportation funding.
A broad overview of Auburn’s Comprehensive Plan land use map’s more intensive land use
designations shows industrial (light and heavy) designations in the west side of the valley floor
portion of the City, extensive commercial development (light and heavy) located along Auburn
Way N, Auburn Way S, and A Street SE, and sizable heavy commercial designated areas near the
SR-18 and 15th Street SW interchange (The Outlet Collection) and between 15th Street NW and
37th Street NW (Emerald Downs). Downtown Auburn is near the geographic center of the City,
located generally east of the Interurban Trail, north of SR-18, west of F Street SE/NE, and south
of 3rd Street NW/NE and 4th Street NE. Residential development generally exists along the east
side of the valley floor and the surrounding hillsides of West Hill, Lea Hill, and Lakeland Hills. A
major land use activity in Lea Hill to the east includes the Green River College located on SE
320th Street.
As with many cities in South King and North Pierce counties, especially those along the SR -167
corridor, the local land use plan is characterized by a predominance of industrial land use
designations. The land use element identifies “Industrial” as the City’s second most
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predominant zoning designation (residential being first). Consequently, the City’s land use plan
establishes a development pattern that has traffic generated by these ind ustrial uses directed
towards the State Highway System.
Another key feature in the Comprehensive Plan land use element is a “Heavy Commercial”
designation at 15th Street SW, adjacent to SR-167 and SR-18. This commercial designation is
the site of The Outlet Collection. The Outlet Collection attracts customers on a regional basis
and impacts use of the State Highway System, even more than the downtown, or the
commercial development along Auburn Way and A Street SE. The same can also be said for
Auburn Way N to the north of downtown which serves as an auto mall, which attracts both
local and regional traffic.
Downtown Auburn contains a mix of land-uses including residential, commercial and industrial
uses. Commercial uses in the Downtown are focused along Main Street, Auburn Way and A
Street SE, and tend to serve more local needs. Historically, this commercial development has
served predominantly local needs. However, the presence of the Auburn Station, Multi Care,
City Hall, and new development projects, combined with regulations and policies that
encourage transit oriented developments, downtown commercial development will serve a
broader range of needs in the future. Downtown Auburn also has the City’s most robust non -
motorized infrastructure, including both extensive pedestrian and bicycle facilities. This
provides the opportunity for both residents and employees to rely on proximate transit services
at the Auburn Station, combined with a robust non- motorized transportation system for a
portion of their transportation needs. The goal of this plan is to continue to grow and expand
the non-motorized transportation system to provide the same transportation choices
throughout the City.
The City’s Comprehensive Plan land use map focuses residential development in the eastern
portion of the valley and in the West Hill, Lea Hill, and the Lakeland Hills area. Access to the
State Highway System in Lea Hill is limited to SR-18 at SE 304th Street. Future impacts on the
State Highway System in the Lea Hill area will primarily be commuter traffic due to the
predominance of residential comprehensive plan designations in that area, and continued
growth of Green River College. The development of Lakeland Hills will also principally result in
increased commuter traffic.
Future impacts to the State Highway System can generally be gauged by projected arterial link
ADT volumes at or near state highway ramps. This is, at best, only a general estimate since not
all traffic passing through these street segments is utilizing the State Highway System. Further,
traffic using the arterial segment may be originating from outside Auburn, and may therefore
not result from assumptions in Auburn’s land use plan.
Several city arterials connect directly to SR-167 and SR-18. Some examples include C Street SW,
West Valley Highway, and Auburn Way South connections with SR-18, and 15th Street NW and
15th Street SW connections with SR-167. These streets are among the most heavily used in the
City, a function of their relationship to the State High way System. SR-164 is also within the city
limits. Year 20193 average daily traffic (ADT) volumes along SR-164 range from a low of
21,70019,000 near the eastern city boundary up to 35,90038,000 along Auburn Way South near
SR-18. These volumes are forecast to continue to increase over the next 20 years. However, the
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growth is limited by the capacity of the roadway.
The State Highway System also impacts the City’s local street system. A “pass -through” traffic
pattern results in significant traffic volume increases on the local arterial street system. For
example, many of Auburn’s weekday PM peak hour trips are work to home trips originating
outside of the Auburn area and destined for residential areas outside of Auburn, including
Pierce County and the Enumclaw Plateau. This traffic exits state routes and travels through
Auburn to avoid congestion on the State Highway System. This is evidenced by increases in
traffic counts within the City that clearly exceed that which might be expected through
anticipated growth and development patterns outlined in the City’s land use plan, such as at
SR-164 at the eastern City limit. The City may implement measures that encourage local traffic
movements and discourage pass-through trips.
2.3 FUTURE STREET SYSTEM
METHODOLOGY FOR EVALUATING FUTURE SYSTEM
TRAVEL FORECASTS
HOUSING AND EMPLOYMENT GROWTH
Auburn has grown rapidly during the past decade, and housing and employment are expected
to continue to increase significantly by 2035, with the population reaching approximately
95,000 residents, as shown in Figure 2-1. Much of the housing growth will come from higher
density re- development in the downtown area and the rapidly growing Lakeland Hills and Lea
Hill areas.
Figure 2-1. Population, Housing, and Job Growth For City Of Auburn 2000 – 2035
Page 63 of 172
TRAFFIC GROWTH
The City of Auburn relies on traffic forecasts using the VISUM travel demand model, which is
based upon the land use plan and assumptions found in the land use element of the
Comprehensive Plan. Puget Sound Regional Council (PSRC) household and employment
forecasts are also used. The model is calibrated to include existing land uses and local
knowledge, including large traffic generators such as Boeing, the Outlet Collection, Emerald
Downs, Muckleshoot Casino, and White River Amphitheater.
Areas outside of the current city limits that are expected to significantly impact the City
transportation system are included in the model. The model enables the City to conduct traffic
forecasts for all arterial and collector streets based upon a number of if-then development and
land use scenarios.
The more dramatic traffic increases are often caused by development outside the City,
especially along the roadways serving the Enumclaw Plateau. Other areas of major traffic
increase include A Street SE, M Street SE, and the West Valley Highway.
In order to address the growing traffic volumes and congestion levels on city streets, traffic
operations were evaluated for a near term horizon year of 2022 and a long term horizon yea r of
2035. This approach was taken to help identify which improvement projects need to be
included in the Transportation Improvement Program (TIP) to accommodate short term
growth, vs. those longer term projects which are needed to accommodate additional growth
forecast to occur between 2022 and 2035.
FUTURE 2022 CONDITIONS
City Projects
The current 2015 TIP, adopted during 201519, identifiesd programmed projects for the years
2016 to 2021. Therefore, the analysis of 2022 traffic operations includes City projects thatwhich
would increase capacity along both roadway segments and at intersections thatwhich are
anticipated to be constructed by 2022. The included projects are listed in Table 2 -2 and
illustrated on Map 2-6. This includes a project programmed in the TIP that is was not included
in the travel demand model: a new crossing of the BNSF Rail yard between SR -18 and 41st
Street SE (2015 TIP #12). This is discussed in more detail in the Future System
Recommendations section of this chapter and may be included in future updates to this plan.
The 2015 TIP also includeds non-capacity projects such as non-motorized and preservation
projects. The City’s ADA transition plan also identifies non-motorized improvements. In
addition, non-motorized improvement projects are discussed in Chapter 3, Non -Motorized
Transportation.
Regional Transportation Projects
In addition to the City of Auburn projects identified above, a number of regional transportation
projects are planned to be completed, predominantly WSDOT projects planned for the freeway
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system. However, none of these projects are anticipated to be completed by 2022.
Additional Projects
In addition to the projects identified in Map 2-6, four intersections along the City boundaries
outside of the City were identified as potential level-of-service concerns during the plan
development. While the following intersections have not been analyzed in detail because they
are partially situated outside of Auburn’s jurisdiction, they should be evaluated by the
appropriate jurisdiction and programmed for improvements as needed:
51st Avenue S/S 316th Street (King County)
S 321st Street/46th Place (City of Auburn / King County)
S 321st Street/Peasley Canyon Road (King County)
West Valley Hwy/Peasley Canyon Rd (WSDOT)
As mitigation for an adjacent development project located within the City of Auburn, the
eastbound stop-controlled S 316th Street approach to 51st Ave S was widened to provide
separate left and right-turn lanes. This improvement was required to mitigate a development
related impact to LOS at this intersection. The same development project also identified a
traffic operations impact at the S. 321st Street intersection with 46th Place S. As a mitigation for
this impact, the development dedicated ROW to the city to allow the 46th Place S. approach to
S. 321th Street to be realigned to the east to create two offset “T” intersections. This project is
included in the current TIP, and included in Table 2-2 below.
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Table 2-2 Future Capacity Projects and Cost Estimate – 2022
Projects shaded green = completed
Map No.
Location Total
Cost (2015
dollars) (corridor and segment) Description
City Projects Included in the 2022 Analysis
Auburn Way S U-Turns, pedestrian improvements, and
access control
1 Dogwood St SE to Fir St SE $1.75M
I Street NE Corridor
2 45th St NE to S 277th St Construct 5 lane arterial $6.75M
S 277th Street Widen to 5 lanes total and install a Class 1
trail
3 AWN to Green River Bridge $8.3M
4 A Street NW Phase 2 Construct multi-lane arterial $3.15M
W. Main St to 3rd St NW
F Street SE Pedestrian, Bicycle and Vehicular Access
Improvements
5 4th St SE to Auburn Way S $2.5M
M Street NE
6 E Main St to 4th St NE Widen to 4 lanes $1.5M
8th Street NE
Add EB lane to south side of 8th Street NE
7 Pike St NE to R St NE $1.45M
49th Street NE Construct multi-lane arterial connection
8 Auburn Way N to I St NE $3.35M
46th Place S Realignment Realign 46th Place S to the east to create
two new T intersections
9 S 321st St and 46th Pl S $825K
124th Ave SE Corridor
10 SE 318th St to SE 312th St Widen to 4 lanes and bike lanes $4M
SE 320th Street
11 116th Ave SE to 122nd Ave SE Roundabout, Bike lanes, and safety
improvements $4.64M
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City Projects Included in the 2022 Analysis (Continued)
Auburn Way S Additional turn lanes and vehicle storage,
access control, and non- motorized
improvements.
12 Muckleshoot Plaza to Dogwood
St SE $2.9M
W Valley Highway
Improvements
Roadway widening, re- channelization,
non-motorized improvements and ITS
upgrades
13 15th St NW to W Main St $3.7M
W Main Street Re-channelization, non-motorized
improvements, ITS upgrades
14 W Valley Hwy to Interurban Trail $4.45M
15 Auburn Way S Widen to 5-lanes, signalize Hemlock St SE $4.6M
Fir St SE to Hemlock St SE
16 M Street SE Corridor Construct multi-lane corridor $6.7M
8th St SE to Auburn Way S.
17 Lea Hill Road Segment 1 Widen to 2 lanes each direction including
widening of the Green River Bridge.
Includes bike lanes and sidewalks.
$13M
R St NE to 105th Pl SE
Widen corridor to include 2 eastbound
lanes, bike lanes and sidewalks.
18 Lea Hill Road Segment 2 $12M
105th Pl SE to 112th Ave SE
Widen corridor to include 2 eastbound
lanes, bike lanes and sidewalks.
19 Lea Hill Road Segment 3 $4M
112th Ave SE to 124th Ave SE
20 W Valley Highway Re-channelization, non-motorized
improvements, ITS upgrades $3M
SR 18 to 15th St SW
21 R Street SE Construct a new roadway connection $10M
17th St SE to M St SE
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City Projects Included in the 2022 Analysis (Continued)
22 M Street SE at 12th Street SE Install a new traffic signal $625K
23 M Street SE at 29th Street SE Install a new traffic signal $450K
24 124th Avenue SE at SE 284th
Street Safety and capacity improvements $700K
Lake Tapps Parkway
25 Lakeland Hills Way to E Valley
Hwy Add ITS system $1M
26 29th Street SE at R street SE Increase intersection capacity $1.8M
27 A Street SE at 37th Street SE Install a traffic signal and southbound u-
turn for future access management $935K
28 I Street NE at 22nd Street NE Construct a new roundabout $1.4M
Subtotal for City Projects $109M
Non-City Projects included in the 2022 Analysis
51st Avenue
S 288th Street
Add signal
2022 LEVELS OF SERVICE
Weekday PM peak hour levels of service were calculated for 2022 conditions using the same
methodology used to calculate the 2014 levels of service shown previously. The same corridors
were analyzed in both cases. The 2022 levels of service account for the growth forecast to occur
between 2014 and 2022 and the capacity improvement projects identified above. The 2022
levels of service are shown in Table 2-3. Is should be noted that without the projects shown in
Table 2-2, the traffic operations presented in Table 2-3 would be significantly worse, with a
number of corridors operating below adopted LOS standards.
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Table 2-3 Corridor LOS – Future 2022 Weekday PM Peak Hour
ID
Corridor
From
To
LOS
Standard*
2022 LOS
EB/NB SB/WB
1 Auburn Way N 15th St NE S 277th St E C D
2 Auburn Way N E Main St 15th St NE E D D
3 Auburn Way S E Main St M St SE F C E
4 Auburn Way S M St SE Academy Dr. SE D C C
5 M St/Harvey Rd Auburn Way N E Main St E D D
6 M St/Harvey Rd E Main St Auburn Way S E D D
8 37th St NE/NW West Valley Hwy Auburn Way N E C C
9 15th St NE/NW West Valley Hwy Auburn Way N F** D D
10 Auburn Ave/A St 6th St SE E Valley Access Rd D C C
11 Main St West Valley Hwy R St D C D
12 15th St SW West Valley Hwy C St SW E D D
13 C St SW Ellingson Rd SR-18 D B D
14 West Valley Hwy 37th St NE 15th St NE E B C
15 S 277th St Frontage Rd L St NE E C C
16 R St SE/Kersey Way Howard Rd Lake Tapps Pkwy D B C
17 Lake Tapps Pkwy East Valley Hwy Kersey Way SE D C C
18 A St NW/B St NW 3rd St NW S 277th St D C B
19 8th St NE/Lea Hill Rd Harvey Rd 124th Ave SE E C B
22 SE 312th St/132nd Ave SE 124th Ave SE SR-18 D B B
25 105th Pl SE/SE 320th St Lea Hill Rd 124th Ave SE D B B
26 Lakeland Hills Way SE Lake Tapps Pkwy A St SE E D D
27 29th St SE/Riverwalk Dr. A St SE Auburn Way S D C C
31 3rd St SW/Cross St C St Auburn Way S F E E
33 41st St SE/Ellingson Rd A St SE C St SE F F F
35 West Valley Hwy 15th St NW 15th St SW E D C
* Corridor segments within Downtown Auburn may operate at LOS E in accordance with the Auburn Downtown Plan. All other arterial and
collector corridors must operate at LOS D or better, unless otherwise indicated.
** Total travel time in the eastbound direction cannot exceed 1,000 seconds for this corridor to meet LOS standards.
As shown in the table, all of the evaluated corridors would meet the revised LOS standards in
2022 with the inclusion of the improvements identified above. However, the following
segments are forecast to operate at LOS F in 2022:
Southbound Auburn Way S between E Main St and M St SE;
Eastbound 41st Street SE between A St SE and C St SW; and
Westbound 41st Street SE between A St SE and C St SW.
In order to improve traffic operations along these corridor segments additional improvements
beyond those already included in this analysis are required. A review of the segment of Auburn
Way S between E Main St and M St SE shows that traffic operations through the SR -18
interchange and at the intersection with M St SE cause the overall corridor segment to degrade
to LOS E. The interchange area is constrained by the existing SR-18 overpass, the configuration
of the SR-18 on- and off-ramps, and the close spacing of the ramp intersections which provide
limited vehicle storage. As a result the ability to increase capacity along this section of the
corridor is limited. It is possible that the construction of the new eastbound off-ramp from SR-
18 to SR-164 in the vicinity of the Muckleshoot Casino could draw traffic away from this area;
however the scope of this project has not yet been determined so it was not accounted for in
this analysis. It may also be appropriate, as with certain other corridor sections, for the City to
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consider changing the LOS standard for this corridor to reflect that the existing corridor is built -
out and further improvements are neither desirable nor cost effective.
Similar circumstances exist for Corridor #33, 41st Street SE/Ellingson Road. This corridor is
forecast to operate at LOS F in both the eastbound and westbound directions in 2022. This
corridor is constrained by the BNSF bridge, the close spacing of the C Street SW and A Street SE
signalized intersections, and the limited storage space between the two intersections. Providing
additional capacity would likely require the BNSF bridge to be reconstructed, an expensive
proposition, with a limited increase in capacity. It is possible that other capacity projects may
reduce traffic volumes on this by constructing additional capacity on alternate routes. These
include the crossing of the BNSF rail yard to the north which would provide another east-west
connection across southern Auburn, and the completion of the improvements to Stewart Road
to the south, including the replacement of the White River bridge, which would provide
additional capacity between SR-167 and the Lakeland Hills area. The BNSF rail yard crossing
project is included was project #12 in the 2015 TIP, however construction wasis shown beyond
2021, so this project was not included in the analysis of 2022 conditions. As of 2020, this project
was removed from the TIP and included in the comprehensive plan project list in Appendix A, as
funding for this project has not been identified. Completion of the Stewart Road capacity
improvements are being planned by the Cities of Sumner and Pacific. The City of Auburn
supports these improvements, and has programmed athe project in the 2015 TIP as project
#73, which will provide the City of Pacific with some funds to support construction of their
portion of the project. As of 2020, the City has programmed two projects in the current TIP, one
to provide funding to the City of Pacific, and one to provide funding to the City of Sumner for
the Steward Road capacity improvements. Construction of these improvements is not
anticipated until beyond 2022, so this was not accounted for in this analysis. Another potential
option could be to revise the LOS standard for this corridor to reflect that the existing corridor
is built-out and further improvements may not be cost effective.
The transportation system can be compared to a three legged stool in terms of the
improvement strategies which are available to reduce congestion. The three options are to
construct improvements to add capacity, make better use of the existing infrastructure which is
available, and to manage demand. The analysis presented above accounts for the construction
of additional capacity, and making better use of the available capacity through expansion of ITS
infrastructure and the optimization of signal timing. The analysis does not account for demand
management strategies which could result in improvements to traffic operations through the
use of the following:
Road Pricing
Parking Management and Parking Pricing
Car Sharing
Pay-as-You-Drive Insurance
Ridesharing and HOV Lanes
Transit Incentives
Transit and non-motorized Improvements
Telework, compressed work week, off-peak schedule
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Many of these solutions have been implemented at the state level, with additional
consideration being given to expanding the options which ar e currently in use.
Decisions need to be made regarding how these three potential congestion management tools
are balanced to provide the most cost effective solutions. It is unlikely that the City will be able
to implement all of the capacity projects documented above by 2022 due to the cost of the
project portfolio being in excess of available funding. Therefore, the focus should be on the
most cost effective projects which reduce congestion at locations where it is a recurrent
problem, and improving the efficiency of the existing system. Transportation system
management and transportation demand management are included in the future system
recommendations section at the end of this chapter.
FUTURE 2035 CONDITIONS
City Projects
In addition to the projects identified above which were included in the 2022 analysis, a number
of additional projects were included in the analysis of 2035 conditions. These additional
projects include those which are included in the TIP but which are not anticipated to be
constructed until beyond 2022, and the longer term projects included in the previous
Comprehensive Transportation Plan. The included projects are listed in Table 2 -4 and illustrated
on Map 2-6.
This includes a project programmed in the TIP that is not included in the model: the crossing of
the BNSF Rail yard. This is discussed in more detail in the Future System Recommendations
section of this chapter and will likely be included in future model runs and updates to this plan.
Regional Transportation Projects
In addition to the City of Auburn projects identified above, a number of regional transportation
projects were included in the development of the forecast volumes. These are predominantly
WSDOT projects planned for the freeway system. Table 2 -4 summarizes the included projects,
along with planning level cost estimates.
Additional Projects
Another future project with significant area-wide impacts is the addition of the Auburn Bypass
connecting SR-18 to SR-164. A draft Bypass Feasibility Report (September 2009) was prepared
in partnership with WSDOT, the City of Auburn, the Muckleshoot Indian Tribe, and other
regional partners. While a preferred alternative for the bypass has not yet been developed, the
Washington State Legislature included funding in the 2015 transportation budget for the design
and construction of this new connection. It is anticipated that the new roadway will include an
eastbound off-ramp from SR-18 to SR-164 in the vicinity of the Muckleshoot Casino, no
additional details regarding the project have been determined. Therefore, this was not
accounted for in the traffic forecasts. The impacts of this project will be identified and mitigated
as part of the process to determine the ultimate alignment. The project will be included in
future updates of the Comprehensive Transportation Plan.
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Table 2-4 Future Capacity Projects and Cost Estimates - 2035
Map No.
Location Total Cost
(2015
dollars) (corridor and segment) Description
Additional City Projects Included in the 2035 Analysis
Widen road to two lanes each
direction plus a center two-way left
turn lane. Upgrade the intersection of
Auburn Way South and Dogwood
Street to accommodate Bypass traffic.
29 SR 164* $61M
Hemlock St SE to Academy
Dr SE
R Street Bypass
30 M St SE to SR-SR 18 Construct a new bypass road $6.2M
SE 304th Street Add signal and NB left turn lane.
Include sidewalks and bike lanes both
sides.
31 112th Avenue SE $1.3M
124th Ave SE & SE 320th St
Intersection Improvements Construct intersection improvements
at the entrance to Green River
College.
32 SE 318th St to SE 320th St $1.85M
Add one-way (EB) road with
unsignalized free right turn at A Street
SE. Include sidewalks both sides of
new road.
33 A Street Loop $1.7M
A St SW to A St SE
Construct new collector linking 284th
Street at 124th Ave. to 288th Street at
132nd Ave. Road will be one lane
each direction with bike lanes and
sidewalks.
SE 284th/SE 288th St
34 124th Ave SE to 132nd Ave
SE $7.7M
Provide protected SB left turn phase
and signal and SB left turn lane;
Include bike lanes and sidewalks on
all legs
51st Avenue
35 S 296th S $1.4M
36 D Street NW Construct 4 lane arterial $6M
37th Street NW to 44th
Street NW
Subtotal for Projects $87M
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*A portion of this project is under design in 2020, from Hemlo ck St SE to Poplar St SE, which includes road
widening, center turn lane, and sidewalks on each side. This project in included in the current TIP and the City is
actively seeking funding for the construction.
Non-City Projects included in the 2035 Analysis
SR-167
I-405 to SR-509
From I-405 to SR-18, add one NB and one SB general purpose lane; From SR-
18 to SR-161, add one NB HOT lane and one SB HOT lane; Add direct NB/SB
HOV/HOT lane connection ramps between SR-167 & I-405; Add NB and SB
auxiliary lanes between I-405 and S 180th Street; Add NB and SB auxiliary
lanes between SR-516 and S 277th Street; Extend SR-167 from SR-161 to SR-
509.
SR-18 at SR-167
Complete ramp from EB SR-18 to SB SR-167 and eliminate SR-18 access from
West Valley Highway near Peasley Canyon.
SR-167
15th Street NW to 8th Street E
Add HOV lane each direction
Stewart Road
SR-167 to East Valley Highway
Widen to 2 lanes each direction and center turn lane in the Cities of Sumner
and Pacific. Includes widening of the White River bridge.
2035 LEVELS OF SERVICE
Weekday PM peak hour levels of service were calculated for 2035 conditions using the same
methodology used to calculate both the 2014 and 2022 levels of service. The 2035 levels of
service account for the growth forecast to occur by 2035 and the capacity improvement
projects identified above. The 2035 levels of service are shown in Table 2-5. As shown in the
table, all of the evaluated corridors would meet the revised LOS standards in 2035 with the
inclusion of the improvements identified above. However, the following additional corridor
segments would operate at LOS E or F in 2035:
Southbound Auburn Way N between S 277th St and 15th St NE;
Southbound Auburn Way S between E Main St and M St SE;
Northbound M St between E Main St and Auburn Way S;
Eastbound 37th St between W Valley Hwy and Auburn W ay N;
Westbound 15th St SW between W Valley Hwy and C St SW;
Southbound Lakeland Hill Way SE between Lake Tapps Pkwy and A St SE;
Eastbound 3rd St SW/Cross St between C St and Auburn Way S;
Westbound 3rd St SW/Cross St between C St and Auburn Way S; and
Westbound 41st Street SE between A St SE and C St SE.
In addition, there are two locations where corridors would operate at improvement levels of
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service in 2035 relative to 2022 conditions:
Eastbound 41st Street SE between A St SE and C St SE, which would improve from LOS
F to LOS E, the result of the improvements identified above, combined with the
planned improvements to the Stewart Road corridor and SR-167 which would attract
traffic currently using the 41st Street SE/Ellingson Road corridor to access A
Street/East Valley Highway to the south.
Southbound West Valley Highway between 15th Street NW and 15th Street SW, which
would improve from LOS D to LOS C. This is also likely to improvements to SR -167,
which would reduce the use of West Valley Highway as a parallel bypass route.
Table 2-5. Corridor Levels of Service - Future 2035 Weekday PM Peak Hour
ID
Corridor
From
To
LOS
Standard*
2035 LOS
NB/EB SB/WB
1 Auburn Way N 15th St NE S 277th St E D E
2 Auburn Way N E Main St 15th St NE E D D
3 Auburn Way S E Main St M St SE F C F
4 Auburn Way S M St SE Academy Dr. SE D D C
5 M St/Harvey Rd Auburn Way N E Main St E D E
6 M St E Main St Auburn Way S E E D
8 37th St NE/NW West Valley Hwy Auburn Way N E E C
9 15th St NE/NW West Valley Hwy Auburn Way N F** E E
10 Auburn Ave/A St 6th St SE E Valley Access Rd D C C
11 Main St West Valley Hwy R St D D D
12 15th St SW West Valley Hwy C St SW E D E
13 C St SW Ellingson Rd SR-18 D C D
14 West Valley Hwy 37th St NE 15th St NE E B C
15 S 277th St Frontage Rd L St NE E E C
16 R St SE/Kersey Way Howard Rd Lake Tapps Pkwy D B C
17 Lake Tapps Pkwy East Valley Hwy Kersey Way SE D C C
18 A St NW/B St NW 3rd St NW S 277th St D C C
19 8th St NE/Lea Hill Rd Harvey Rd 124th Ave SE E C B
22 SE 312th St/132nd Ave SE 124th Ave SE SR-18 D B B
25 105th Pl SE/SE 320th St Lea Hill Rd 124th Ave SE D C C
26 Lakeland Hills Way SE Lake Tapps Pkwy A St SE E D E
27 29th St SE/Riverwalk Dr. A St SE Auburn Way S D C C
31 3rd St SW/Cross St C St Auburn Way S F F F
33 41st St SE/Ellingson Rd A St SE C St SE F E F
35 West Valley Hwy 15th St NW 15th St SW E C C
* Corridor segments within Downtown Auburn may operate at LOS E in accordance with the Auburn Downtown Plan. All other arterial and
collector corridors must operate at LOS D or better, unless otherwise indicated.
** Total travel time in the eastbound direction cannot exceed 1,000 seconds for this corridor to meet LOS standards.
To improve traffic operations along the corridor segments which are forecast to operate at LOS
E and F in 2035, additional improvements beyond those already included in this analysis are
required. However, it may not be cost effective to construct the additional capacity needed
along all of these corridor segments. It may, however, be possible to improve traffic operations
at key intersections along these corridors to reduce congestions.
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The City, and the broader region, will need to identify strategies and adopt policies, including
transportation demand management, transportation system management, and public-private
partnerships, to be able to manage congestion while reaching projected growth targets.
FUTURE SYSTEM RECOMMENDATIONS
West Main Street, Downtown Auburn
FUTURE STREET IMPROVEMENTS
The proposed future street plan consists of a combination of city street and regional
transportation improvements, described in Table 2 -2 and shown in Map 2-6. The City cannot
adequately solve traffic congestion by making City street improvements alone. Partnerships
with WSDOT, King and Pierce Counties, the Muckleshoot Indian Tribe, and other agencies are
essential to implementing the future street system in Auburn. The following actions are
proposed:
1. Implement street projects prioritized in the City’s TIP and CFP;
2. Program and seek additional funding for street capacity projects not currently
identified in the TIP and CFP;
3. Work collaboratively with WSDOT and other partner agencies to implement
roadway improvements to the regional highway network; and
4. Work to implement TSM, TDM and non-motorized improvements.
41ST STREET SE/ELLINGSON ROAD BETWEEN A ST SE AND C ST SW
The area around 41st Street SE/Ellingson Road between A Street SE and C Street SW continues
to be a bottleneck for Auburn drivers, especially with additional development in the Lakeland
Hills PUD and the Pierce County cities to the south. The close spacing of these two
intersections, coupled with the numerous business and residential accesses in the area warrant
a more in depth study of the area. This area is included within the scope of the A Street SE
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Corridor Study being completed in 2020. The purpose of the study is to identify potential safety,
capacity, and operational improvements along the corridor, including intersection control, and
access management.
This study will likely also include the entire A Street SE and C Street SW corridors, and an
evaluation of the BNSF rail yard crossing projects discussed below.
BNSF RAIL YARD CROSSING
The City has identified the need for a new east/west grade separated crossing of the BNSF rail
yard between C Street SW and A Street NE.
There are a variety of criteria that the City will consider to determine the alignment of the
crossing, including potential development of the BNSF property as a multi-modal rail yard,
commercial development on Auburn Way S and A Street SE, re-development of the GSA
property, funding feasibility, neighborhood impacts, transportation impacts, and engineering
feasibility. The crossing project was not accounted for in the 2035 traffic model. Therefore, it is
difficult to access the specific impacts of the crossing project. However, it is anticipated that the
project could significantly improve east-west mobility in southern Auburn, relieving the existing
bottlenecks at 3rd Street SE and 41st Street SE, by providing an additional alternative for the
residential neighborhoods to the east of the rail yard to connect with the commercial and retail
land-uses and SR-167 to the west of the yard. One potential impact of the crossing projec t,
depending on the alignment selected, could be an increase in traffic through the Terminal Park
neighborhood.
AUBURN BYPASS
Another future project with significant area-wide impacts is the addition of the
Auburn Bypass connecting SR-18 to SR-164. A draft Bypass Feasibility Report
(September 2009) was prepared in partnership with WSDOT, the City of Auburn, the
Muckleshoot Indian Tribe, and other regional partners. The Washington State
Legislature included funding in the 2015 transportation budget for the design and
construction of this new connection. The project is currently referred to as the East
Auburn Access project and is being lead by the Muckleshoot Indian Tribe. The 2015
legislation defined the project as providing an east bound off -ramp from SR-18 that
would connect to SR-164. The currently defined purpose of the project is to develop
an affordable, long-term solution that:
Improves congestion, reduces corridor travel time, decreases queuing that
blocks driveways and intersections, and improves reliability for emergency
response for SR-164
Accommodates current and future land use in the urban growth areas of King
County, Auburn, Enumclaw, and the Muckleshoot Indian Reservation.
This project has not yet been accounted for in the City’s traffic models and forecasts as the
project has not yet established the preferred alternative. The project will be included in
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future updates of the Comprehensive Transportation Plan
TRANSPORTATION SYSTEM MANAGEMENT
Transportation system management (TSM) techniques, which make more efficient use of the
existing transportation facilities, can reduce the need for costly system capacity expansion
projects. These techniques can also be used to improve LOS when travel corridors reach
adopted LOS standards. TSM techniques used by the City include:
Re-channelization/restriping, adding turn lanes, adding /increasing number of through
lanes;
Signal interconnect and optimization;
Turn movement restrictions;
Access Management; and
Intelligent Transportation Systems (ITS).
The City will continue to use these TSM techniques to maximize the efficiency of the existing
street network. Of the various TSM strategies available, the City continues to invest in and
expand its ITS infrastructure as a cost effective means of increasing system capacity. The ITS
system enables the City to change traffic signals in real-time, thereby accommodating
unexpected increases in traffic or traffic obstacles such as event related traffic and collisions.
For example, ITS has proven to be a useful tool in helping to manage the impact of event traffic
traveling south on Auburn Way South, often during the PM peak, to the White River
Amphitheatre. The City will continue to roll out ITS capabilities on corridors around the City, as
referenced in Map 2-7 and detailed in the ITS policies included in Chapter 5.
In addition to TSM strategies, the City strives to provide viable alternatives for travelers, to
ensure freedom of choice among several transportation modes, including transit, biking and
walking as alternatives to the automobile. The City will prioritize the development of
pedestrian-friendly environments such as bicycle routes and pedestrian paths as the non-
motorized system expands.
TRANSPORTATION DEMAND MANAGEMENT
Reducing congestion includes strategies to reduce demands on the transportation system. The
State of Washington emphasized the importance of transportation demand manag ement
(TDM) by adopting a Commute Trip Reduction law. That law requires all major employers, with
over 100 employees arriving between the hours of 6:00 and 9:00 AM, to develop programs
and strategies to reduce the number of commuter automobile trips made by their employees.
Transportation demand management reduces demand on the street system. While TDM and
TSM employ a different suite of strategies, they share many of the same benefits. Both increase
the efficiency of the transportation system, reduce the need for costly capacity expansions,
help improve LOS, and contribute to an enhanced quality of life for those who use and benefit
from the transportation system. TDM strategies include:
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ride-sharing through vanpools and carpools;
preferential parking for high-occupancy vehicles;
car sharing programs;
transit use incentives;
parking management to discourage single occupant vehicle (SOV) travel;
telecommuting;
alternative work schedules to compress the work week or shift the commute outside the
typical commute hours; and
urban design encouraging non-motorized travel through design features.
The City of Auburn will continue to encourage drivers of single occupancy vehicles to consider
alternate modes of travel such as carpools, vanpools, transit, non -motorized travel, and
alternative work schedules, and has identified mode split goals for the Regional Growth Center.
The goals were developed in consideration of the current mode splits for the Auburn Regional
Growth Center, the current mode splits for all of the designated Regional Growth Centers, and
the 2040 mode split targets identified by PSRC for all of the designated Regional Growth
Centers. The existing and 2035 mode split goals for the Auburn Regional Growth Center are
summarized in Table 2-6.
Table 2.6 Regional Center Mode Split Goals
Mode 2010 Existing 2035
SOV 81% 56%
HOV 8% 8%
Transit 6% 27%
Bike 2% 4%
Walk 3% 5%
The mode split goals for the Regional Growth Center reflect the desire to significantly reduce
automobile travel as a share of work trips, with the most significant increase in the share of
trips by transit. The reduction in the vehicle mode split will be the result of the right mix of
land-use changes, transportation investments, and roadway pricing tools. Additionally, factors
such as shifting demographic trends, preferences, and technology may contribute to mod e
shifts above and beyond the identified goals.
STREET MAINTENANCE & REHABILITATION
The City is responsible for maintaining the physical structure of the roadway system. However,
pavement maintenance is expensive, and adequate funding is generally not available. An
annual report is published annually to document the pavement rating throughout the City.
Recognizing this dilemma, Auburn residents approved Proposition 1, the “Save Our Streets”
(SOS) Program, in November 2004. The SOS program created a dedicated local street fund for
repair, rehabilitation, and maintenance of local roadways from property tax revenues. In 2013,
after the original programs tax increases ended, the City Council modified the funding source
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for this program to be from sales tax on construction.
In 2004, the citizens of Auburn voted to establish a funding program for local streets called the Save Our
Streets (SOS) program. The original SOS funding measure allowed the City’s property tax levy to
generate revenue solely used to fund the preservation and re-construction of local streets. At the end
of 2012, the practice of funding the SOS Program from property taxes ended. In 2013, the city council
allocated the sales tax from construction projects within the City to be dedicated to the SOS Program.
Since 2013, funding for the local streets preservation program has averaged about $2.3 million due to
the significant amount of construction activity within the City during this period. For 2019 and 2020, the
funding approach was once again modified to fund the local streets preservation program with real
estate excise tax, or REET, in place of the sales tax from construction. Unfortunately, REET funds are a
limited source of revenue and funding of the local street preservation program at $1.65 Million per year
is not sustainable from this source.
The City has created a similar program to fund the repair and maintenance of arterials and
collector streets. The program is funded through a one percent utility tax. While the available
funding through this program is limited, which makes prioritizing projects challenging, the City
has been able to maximize the value of the available funds by using them to leverage grant
funds, enabling significantly more arterial and collector street repair and maintenance to be
completed.
Local Residential Street Before SOS Rebuild Local Residential Street After SOS Rebuild
NEIGHBORHOOD NEEDS
Transportation systems and facilities can impact adjacent neighborhoods. Potential impacts
result from increased traffic resulting from drivers seeking alternate routes t o congested
arterials, in an effort to save time. These impacts can include higher vehicle speeds resulting in
potential safety concerns, and associated air and noise pollution. Neighborhoods throughout
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the City are concerned with these traffic impacts and want to discourage cut-through traffic.
City policies discourage through traffic in neighborhoods. The City also has a traffic calming
program that addresses the pedestrian, bicycle, and automobile traffic safety concerns that
impact neighborhoods. The traffic calming program is a community-based program with the
goal of identifying potential problems and development of solutions to help mitigate these
impacts. The program raises public awareness of traffic safety issues and ways that people can
help minimize traffic problems in their own neighborhoods.
As part of its adopted Traffic Calming Program, the City conducteds approximately 50 multi -day
radar studies of streets in local neighborhoods annually. These studies helped target increased
Police enforcement efforts, and may resulted in signage changes such as permanent “Your
Speed Is” radar feedback signs. In other locations where they are were recommended by the
traffic engineer, physical traffic calming such as speed cushions were installed.
The Traffic Calming program is currently on hold due to the limited resources ava ilable, and is
being revaluated. At this time it is unknown when and how it will be re -established.
Transportation staff work closely with the Police to address speeding concerns received from
residents.
INTERGOVERNMENTAL COORDINATION
The Growth Management Act (RCW 36.70A.070) provides that comprehensive plans should
include a discussion of intergovernmental coordination efforts, including “an assessment of the
impacts of the transportation plan and land use assumptions on the transportation systems of
adjacent jurisdictions.” Auburn works closely with neighboring cities, the Muckleshoot Indian
Tribe, and state and regional agencies to ensure coordinated efforts are made in develop ing all
modes of the transportation system.
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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 travel 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 princi ples 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 impro ve 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
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development of the future system.
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 emerges 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; neighborhood
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 re pair 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
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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
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 barrier
for pedestrians walking along or crossing the roadway.
Sidewalk Inventory
A detailed sidewalk inventory is planned when resources are available, to meet the
requirements of the ADA and identify the areas where improvements are needed. The City’s
GIS base map shows the approximate locations of sidewalks throughout the City. Most of this
information was generated The currentA sidewalk inventory was conducted as part of the Plan
update in 2005 usingbased on aerial photography and other GIS data. The base map was
updated in 2008 to show sidewalks on A subsequent inventory was conducted in 2008 to collect
sidewalk data for the West Hill and Lea Hill where a large scale annexation into the City took
place in 2007. The GIS basemapinventory is continuously updated based on updated aerial
photography and as-built plans asGIS data 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 inventory identifies
sidewalks locations in the City, and rated their condition. This inventory continues to serve as a
guide to help the City identify problem areas and program improvements according to
prioritization guidelines, outlined later in this chapter.
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
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sidewalks, but many of the older residential areas and arterial streets are missing large
segments of sidewalk, resulting in an inconsistent pedestrian environment.. Map 3-1 illustrates
the existing and proposed sidewalk network within the City.
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 network
provides connections to neighborhood parks, community center, and to the City of Sumner via
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 traffic
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
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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 is in the process of completing that planadopted
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 and Construction standards
are also published on the City’s website and include, and ADA design and construction specifications
that support ADA compliance. can be found in the Auburn Engineering Design Standards manual.
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 connected.
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 as 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 Street 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.
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A vital pedestrian network that extends beyond downtown is a key element in the revitalization of the
downtown core.
Commercial Corridors
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 crossing 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 ( that are
currently lacking a complete sidewalk system. Some of the corridors have sidewalks on one side or both
sidesfor portions of the corridor). Others are missing sidewalks altogether. 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.
These High Priority Pedestrian Corridors were selected based on the following criteria: pedestrian
volumes; proximity to schools, parks, transit routes, downtown center, and commercial areas, and
connections between pedestrian facilities to provide a network throughout the city; and where missing
gaps can be completed.
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The High Priority Pedestrian Corridors are roadway corridors where the City intends to target
investment in pedestrian facilities. 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.
The High Priority Pedestrian Corridors identified in Map 3-1 are regularly reviewed for inclusion in the
City’s Six-Year Transportation Improvement Program and for grant funding opportunities.
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 uniqu e 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
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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.
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 Construction 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 transportation 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 quality 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.
NEEDS ASSESSMENT
Existing Conditions
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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?
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
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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;
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
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continue to be implemented on other appropriate roadways. The F Street Bike Boulevard is scheduled to
bewas 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 connections 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.
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
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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 prioritized 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.
The selection of bike facility projects will be based upon safety, route continuity, and connectivity. In
addition to new bicycle corridors, spot 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 signage, and painting bike symbols on the pavement. For a
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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
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
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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.
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.
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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.
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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CHAPTER 4 – TRANSIT
Auburn Station
Transit service is a key component of Auburn’s transportation system, providing mobility within the City
and access to and from the City. Unlike the street and non-motorized systems, Auburn does not directly
administer transit service. Rather, the City works with local transit agencies to coordinate service in
Auburn. The transit agencies are publicly funded and are responsible for providing transit service within
their service boundaries.
Today, Auburn is served by local and regional bus, as well as a commuter rail line that runs between
Seattle and Tacoma/Lakewood.
4.1 NEEDS ASSESSMENT
EXISTING TRANSIT SERVICES
The following section provides a brief summary of the public transportation services offered in Auburn.
Existing transit service for the Auburn area is identified in Map 4-1 at the end of this section.
Due to the 2020 COVID-19 pandemic, all transit agencies saw a reduction in ridership and implemented
service reductions, which may continue into 2021. The service levels outlined in this section are for
normal operation.
KING COUNTY METRO TRANSIT
Bus Service
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Metro Transit provides local bus services linking destinations within the community and providing
regional connections to the Auburn Station and the 15th Street NW Park-and-Ride. With the deletion of
Routes 910 and 952 and Route 160 alignment on Auburn Way, Metro will no longer serve the 15th Street
NW Park and Ride in September 2020. However, the lot will continue to be served by ST Route
566. Metro Transit offers a network of bus service in Auburn, connecting the city to the region. Metro
adopted and implemented changes to its network in September 2020, via the Renton-Kent-Auburn Area
Mobility Plan (RKAAMP), and some of the routes were affected. These changes were in part to
accommodate the planned RapidRide I Line, which would replace a portion of route 180, and provide
frequent, reliable, and extended (early mornings to late night) service from Auburn Station, along the
Auburn Way N corridor, connecting Auburn, Kent, and Renton transit stations. the following services in
Auburn:
Route 160 replaces the portion of former route 180 from Auburn Station to Kent, with minor changes in
its alignment. This route provides 15 minute service during peak hours, and 30 minute service during
off-peak, and operates from 4 am to 3 am on week days, and from 5 am to 3 am on weekends. This
route will become the RapidRide I Line in 2023, and will provide service every 10 to 15 minutes.
Route 165 replaces route 164 and 4 provides regional service between Kent, Auburn and the Green
River College. It connects with the Route 181 at Green River College. This route is not changed within
the city limits.
Route 180 provides service daily between southeast Auburn, Auburn Station, and Kent Station,
connecting to Route 150, with service to Seattle. Route 180 also serves SeaTac Airport and the Burien
Transit Center.
Route 181 provides daily service between the Twin Lakes Park-and-Ride, Sea-Tac Mall, Federal Way
Transit Center, the Outlet Collection, Auburn Station, and Green River College.
Route 184 replaces the portion of route 180 from Auburn Station to south Auburn, and provides 20 to
30 minute service during the day, and 30-60 minute service during nights and weekend, and operates
from 5 am to 1 am on weekdays, and 5:30 am to midnight on weekends.
Route 186 was combined in 2020 with Route 915 to have one route number only. provides weekday
peak hour service between the Auburn Station and Enumclaw via Auburn Way South. The service is
scheduled to meet Sounder Commuter Rail trains at the Auburn Station.
Route 910 is a DART route which was inaugurated in October 2010 in a partnership between uburn and
King County Metro Transit, and functions as a community shuttle circulator service. The route provides
weekday and Saturday service between north central Auburn, the I street NE corridor, downtown
Auburn, and the Outlet Collection / YMCA on 15th Street SW. was discontinued in 2020.
Route 915 absorbed route 186, and provides weekday and midday service and some weekend service
between the Auburn Station and Enumclaw via Auburn Way South. The route also includes a small
portion of Demand Area Responsive Transit (DART) service with limited, variable routing in response to
rider requests.
Route 917 provides weekday and Saturday service between A Street SE, 41st Street SE, Algona, the
Outlet Collection, and the Auburn Station. Peak hour weekday service is also provided between the
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Auburn Station and the Social Security Administration and the General Services Administration (GSA).
The route offers DART service (limited variable route) in portions of Pacific. As of September 2020,
service is more frequent at 30 to 40 minutes on weekdays, and Sunday service is added, with 60 minute
service on weekends. The route was shortened to begin in Pacific and will to no longer serve the A
Street/ 41st St SE area of Auburn. The peak-hour deviation to serve the Social Security Administration
and the General Services administration, which are in the process of relocation, was deleted due to low
ridership and an off-peak deviation to directly serve the Wal-Mart was added to maintain access lost
with the deletion of Route 910.
Route 952 was discontinued in 2020.
Route 952 is a weekday AM and PM peak hour route specifically designed to serve the Boeing Everett
facility. It operates from the 15th Street NW Park and Ride to the Seaway Transit Facility near the Boeing
Everett Plant.
ACCESS
ACCESS Transportation is a King County Metro paratransit service, providing door-to-door, shared- ride
van transportation within most of King County. The Americans with Disabilities Act (ADA) requires curb-
to-curb paratransit service for persons whose disabilities prevent use of accessible non-commuter, fixed
route bus service. This service is intended to offer a comparable level of service to that provided by
regular bus service.
Vanpool Services
Metro Transit sponsors vanpool services that serve residents and employees in Auburn. Vanpool is a
shared-ride service that provides group transport for commuters with proximate origins and
destinations. Vanpool is a popular and flexible service that provides commuters with an alternative to
driving alone and fixed-route transit service. Vanpool will continue to be an important strategy for
mitigating peak period congestion throughout Auburn and the region.
Metro Transit Facilities
Metro Transit owns and operates the Auburn 15th Street NW Park-and-Ride with 244 surface parking
stalls. Metro also operates into the Auburn Station managed by Sound Transit. Additionally, Metro
maintains approximately 177 bus stops in Auburn, 42 of which contain passenger shelters.
Commute Trip Reduction (CTR)
Under state law, the City is required to administer a Commute Trip Reduction program for all employers
in Auburn with at least 100 employees arriving during the peak morning commute hours. The City of
Auburn contracts with Metro Transit to provide CTR support services for the CTR affected local
employers. Currently, there are 10 CTR employers in Auburn with a total of 5,500 employees. Metro
Transit assists employers in complying with state law by providing rideshare support and a host of other
incentives aimed at reducing single occupant vehicle travel.
PIERCE TRANSIT
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Route 497 is operated by Pierce Transit in partnership with the City of Auburn, and King County Metro
Transit. It operates peak hour weekday service between Lakeland Hills and the Auburn Station. As a
morning and evening service meeting Sounder trains, the 497 is a commuter - oriented route, but is
open to all riders. In the future, the City hopes to expand the Route 497 to serve all peak hour Sounder
trips. Because Route 497 primarily serves Sounder passengers, and because it significantly reduces the
demand for commuter parking at the Auburn Station parking garage managed by Sound Transit, the city
is seeking financial participation from Sound Transit in operating this route and making this a permanent
route.
Vanpool Services are provided by Pierce Transit similar to those offered by King County Metro Transit.
Future RapidRide I Line: The new route 160 will become the RapidRide I Line in September 2023; the
first to serve the City of Auburn. City staff collaborate with Metro on this project, to offer support,
review, information, and help. King County Metro is applying for a grant to the Federal Transit
Administration (FTA) and Auburn supplied a support letter for the project and grant application. When
the new service begins, Auburn will be served with frequent (10 to 15 minutes) and reliable service,
connecting Auburn to Kent and Renton nearly 24 hours a day.
SOUND TRANSIT
Sound Transit is the regional transit provider for Puget Sound. It provides limited stop, transit services
linking Auburn to major regional destinations in King and Pierce Counties. The agency offers Sounder
commuter rail and regional express bus services in Auburn.
Sounder Commuter Rail
Sound Transit operates the Sounder commuter rail service on the Lakewood-Tacoma – Seattle route via
the BNSF Railway. Sound Transit provides weekday peak hour trips northbound to Seattle in the
morning and southbound from Seattle to Tacoma -Lakewood in the afternoon. Reverse direction trips
are also provided in each peak hour with limited mid-day service. Some connections are available
between south line Sounder trains, which terminate in Seattle, and north line Sounder trains from
Everett to Seattle. Additional special event service to and from Seattle for Mariners, Seahawks, Storm,
and Sounders games on some weekends.
Currently, nine trains operate northbound to Seattle in the morning peak, with an additional train during
the mid-morning, and ten trains return southbound during the PM peak. Three trains operate
southbound to Tacoma/Lakewood in the morning and northbound to Seattle in the early evening.
Regional Express Bus Service
Route 566/567 offers daily weekday, limited stop service between the Auburn Station the Kent Station,
the Renton Transit Center, the Bellevue Transit Center, and the Overlake Transit Center.
Route 577/578 offers daily limited stop service between Puyallup, Sumner, Auburn, Federal Way and
Seattle. The 577 provides service between the Federal Way Transit Center and Seattle during the peak
periods when the Sounder trains is in operation. The 578 provides service between Puyallup and Seattle
during the off-peak hours when train service is not currently provided.
Transit Facilities
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Sound Transit owns and operates the Auburn Station located in downtown Auburn. This full service
multi-modal facility provides parking for a total of 633 vehicles in a 6-story parking garage and a surface
parking lot. A new parking garage is expected to be available for transit users in September 2023,
offering an additional 525 parking stalls. A number of parking stalls are reserved for carpool/vanpool,
and a number of stalls are reserved for paying single occupant vehicles.
The facility currently handles approximately 470 daily bus trips. Approximately 3,000 passengers ride
bus service to/from the station on a daily basis. Boardings at Auburn on Sounder commuter rail are
approximately 1,300 per day. The facility draws numerous transit riders from outside Auburn including
from outside the Sound Transit taxing District, the geographic area where residents contribute tax
revenue to fund Sound Transit.
MIT TRANSIT
The Muckleshoot Tribe runs two publicly available Transit routes along State Road 164.
The Reservation Route runs through the Tribe community, and stops southeast of Les Gove Park. It runs
every 30 minutes starting at 7:00am. The Auburn Route Express runs from the Tribe through the City of
Auburn, making stops along the way. It runs every hour starting at 7:00am.
4.2 TRANSIT USER NEEDS
DEMOGRAPHICS
People use public transportation for two reasons: because they have to ride or because they choose to
ride. Carrying the choice rider, such as commuters, often has the greatest positive impact on the
transportation system by helping control peak hour traffic demand. But providing a “safety net” of
adequate transportation to those who absolutely depend on it is, arguably, public transportation’s most
important role.
There are a number of ways to identify “transit dependency”, but the most effective way is to identify
locations with high concentrations of residents who have no vehicle available in their household. An
examination of the most recent year 2000 Census data available from the Bureau of the Census shows
that some areas of Auburn have a high number of households with no vehicle available. This remains the
most recent information available with the level of detail necessary to identify needs on a block level. As
a comparison baseline, 9 percent of Auburn households have no vehicle available; this percentage is
consistent with that of King County (9 percent) and slightly higher than that of Pierce County (8 percent).
For the purpose of this analysis, block groups with significant concentrations of residential development
in which over 12 percent of households have no vehicle available are considered transit dependent
areas. There are eleven census block groups in Auburn in which over 12 percent of households have no
vehicle available, nine of which have significant concentrations of residential development and are
therefore identified as transit dependent areas. It is also notable that four of the nine block groups with
large concentrations of residential development have at least 20 percent of households with no vehicle
available. The nine block groups comprising the transit dependent areas had a total of 3,698 households
in 2000, 771 (21 percent) of which had no vehicle available. Map 4-2 shows the transit dependent areas
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and overlays the existing transit service in order to identify if adequate transit service is available to
these highly transit dependent neighborhoods.
Comparing the neighborhoods in question to the transit route structure, it is apparent that the vast
majority of Auburn’s most transit dependent population lives within ¼ miles of a fixed route bus – the
distance standard most often identified by the transit industry as a reasonable walking distance to
transit. An exception to that rule is the area near Dogwood Street SE north of Auburn Way South where
many of the transit dependent residents are located more than ¼ mile from fixed route bus service.
In the future, it will be critical to ensure these areas continue to be well served by transit service, both in
terms of route and schedule coverage.
SERVICE COVERAGE
Generally speaking, local transit service coverage in Auburn is well planned and well operated. Even
though, there are some areas of the community that do not have adequate local service coverage, as
well as some important regional bus links and commuter rail services that have yet to be fully
developed.
Local Bus Service
Some of Auburn’s most populated neighborhoods are deficient in local bus service, including the West
Hill, Lakeland Hills during the non-peak hours, and parts of east and north Auburn. The least served
residential area of Auburn is West Hill, an area with approximately 5,000 residents with no transit
service. Lakeland Hills, a planned residential community with approximately 3,800 homes has peak hour
service to downtown Auburn, but lacks all day service. Lea Hill, a predominantly residential community
on Auburn’s east hill, has two transit routes, which predominantly serve Green River College, leaving a
large portion of the residents unable to walk to a transit route. In 2014, a license plate survey of the
Auburn Station garage indicated that a substantial number of Lea Hill residents utilize transit service at
Auburn Station. This suggests that a commuter oriented shuttle serving Lea Hill, similar to the Route 497
shuttle implemented in Lakeland Hills, could be successful.
Additionally, residential areas of east Auburn, east of M Street NE and south of 8th Street NE, and parts
of northeast Auburn, east of I Street NE, are also located more than ¼ mile from fixed route bus service.
It is difficult for these areas to access transit, both for local and regional trips.
The design of King County Metro’s local bus routes in Auburn should be reviewed in relation to future
changes in Sound Transit’s Sounder commuter rail and regional express bus services to identify
opportunities and priorities for productive improvements to transit coverage, frequency, and hours of
operation.
Regional Bus Service
The most important unmet regional transit need is for all day, express bus and commuter rail service
between Auburn, Tacoma/Lakewood, and Seattle. While the original Sound Transit Regional Express Bus
Service Plan contained a direct link between Auburn and Tacoma/Lakewood, the connection was
discontinued in Sound Transit’s later service plans.
Sounder Commuter Rail
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Sounder Commuter Rail, a highly popular and attractive service, operates bi-directionally in the peak
periods. Most of the trips are operated in the peak direction; northbound during the weekday AM peak
and southbound during the weekday PM peak. No midday, evening, or weekend regular service is
currently provided, except for the special events times. These services are needed as is additional
capacity on some of the currently most popular runs.
Intercity Passenger Rail
Auburn is an ideal location for a future stop on the Pacific Northwest Rail Corridor, which runs from
Vancouver, BC to Eugene, OR. A former Intercity passenger rail stop and Amtrak city, Auburn is centrally
located in South King County at the intersection of SR-18 and SR-167 and is a 10 minute drive from I-5.
The Auburn Station is the only facility in King or Pierce County with direct freeway access and currently
serves over 3,000 bus passengers and 1,300 commuter rail passengers and is centrally located within 10
miles of 500,000 people. Amtrak should implement more intercity rail stations in the high density and
traffic congested areas of Puget Sound such as at Auburn Station. A new Auburn stop would have great
ridership benefits since it is at a station with available overnight parking and is in close proximity to
hundreds of thousands of potential new customers. Furthermore the projected schedule impacts of a
stop in Auburn could be largely absorbed in the overall route schedule.
TRANSIT SCHEDULING
The scheduling of transit service is often as important as route alignment and coverage in determining
the success of the service.
Scheduling to Successfully Serve Employers
One of the most overlooked aspects of transit system design is scheduled transit arrival times versus
major employer shift times. While a transit system can physically serve the front door of a business, its
actual scheduled arrival times will often determine if anyone rides the system. It is not the intention of
this effort to conduct an exhaustive employer shift time analysis of the community. However, an
example of the challenge can be found in examining one of Auburn’s major employers, the Boeing
Company with over 6,000 employees. The company’s primary morning shift time arrival occurs at 6 AM,
the earliest southbound Sounder train from Seattle, arrives in Auburn at 6:32 AM. The first run of the
day for the Metro Route 181 from Federal Way and Lea Hill arrive near Boeing at approximately 6 AM,
making it difficult for employees to meet the shift time. The first runs of the Route 917 which serve the
nearby GSA and SSA offices arrive after the Boeing shift time as well. None of the existing bus routes
stop close enough to the Boeing facility to allow employees to walk to the facility. This shows how it is
beneficial to continue to coordinate with major employers to offer alternate transit options that can
meet various shift times such as dedicated Vanpools or Vanshares.
The lack of transit schedule synchronization with key employers in a community can also negatively
impact other opportunities. The City of Auburn in partnership with Metro Transit was the first agency in
Puget Sound to create the concept of ‘Van Share’, a specialized transit service in which vanpools carry
employees to their employer’s front door from regional transit centers. Where the schedules work, such
as in providing a direct link between Boeing’s Renton facilities and the Tukwila Station, the concept has
been highly successful. On the other end of the trip, the Van Share concept can be successfully
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implemented to transport employees between their homes and the Transit Station, saving capacity on
the roadway and at the Auburn Station parking facilities.
Due to the fact that Auburn’s major employer shift times sometimes don’t match Sounder and regional
bus transit arrival times, Van Share has not yet achieved its full potential in Auburn. However, as
Sounder and bus service to the Auburn Station increase, this option may become more viable for major
employers in Auburn.
To maximize the investment in public transit service in Auburn, it is recommended that both Sound
Transit and Metro Transit conduct an evaluation of their schedules with a focus on improving service to
major employers in the Auburn area.
Transit Capacity
A second consideration in scheduling service is ensuring that enough service is available to meet the
demand.
Sounder Commuter Rail has also been immensely popular, indicating that increased service is supported
by the ridership demand. Daily Sounder boardings at south end stations total around 6,000 riders, the
equivalent of a lane of traffic on SR 167 or I-5I 5, emphasizing the importance of expanding Sounder
service.
The Auburn Station is a highly successful component of the Sounder service. Total rail boardings at the
Auburn Station today average over 1,300 riders per day making Auburn one of the busiest stations on
the Sounder route.
URBAN DESIGN
The design of the build environment has direct implications on the quality and availability of transit
service. Urban design can either encourage or inhibit the provision of local transit service. Some
inhibitors to providing neighborhood service include inadequate street geometry and construction, lack
of a satisfactory location for a terminal at the end of the route, absence of a street grid that could be
used to turn around a bus, and the absence of a connected sidewalk network. Ideally, new residential
developments should be laid out with future transit route alignments in mind and supporting transit
facilities. Likewise, retrofits of the existing street network should accommodate transit design
considerations
IMPROVING LOCAL SERVICE
Preserving the Route 910
Since 2010 Auburn and Metro Transit have partnered through the Transit Now initiative to implement
community shuttle circulator service. The Route 910 shuttle serves Northeast Auburn commercial and
activity areas. The service has become steadily more popular, doubling in productivity since its
inception. This partnership route between, Auburn and King County Metro has now been extended until
2020. The Transit Now initiative was terminated in 2020. The route 910 service was discontinued in
2020 when the COVID-19 pandemic caused service reductions, and was not renewed due to the added
service frequency along Auburn Way N, along former route 180, and the changes and added frequency
to route 917.
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Add Service to Replace the Terminated Route 919
Currently, a planned expansion of service to Metro Route 915 is expected to begin in March, 2016. This
will increase service to hourly. Middy on some of the alignment of the former Route 919. The city should
continue to look for opportunities to improve service along the route of the former 919.
Preserve and Expand Commuter Connection Bus Routes
Auburn should work with Pierce Transit, Metro Transit and Sound Transit to preserve the Route
497 and add service to the Route to meet all existing and future Sounder trains while encouraging
Sound Transit to fund a portion of the Route 497.
Auburn should explore the concept with Metro Transit and Sound Transit of adding a new commuter
bus/van service to Sounder from Lea Hill and the west hill of Auburn and encourage Sound Transit to
fund a portion of the routes. Similar to the Route 497, these routes would be timed to meet Sounder
trains and operate on a direct route and express schedule after leaving the Lea Hill or west hill areas.
These potential services are particularly relevant given Metro Transit’s recent focus on the expanded
use of Alternative Service concepts for covering areas which cannot support the use of a traditional fixed
route bus but which are still in need of public transportation.
TRANSIT FACILITIES
One type of transit facility improvement stands out as the most important ongoing need: parking.
Comparing the number of current Sounder daily boardings (1,300) to the available number of parking
stalls at the Auburn Station (633) and the number of passengers who transfer daily from bus to Sounder
(approximately 150) shows there is a lack of parking for Sounder at the Auburn Station. Additional train
trips are currently being planned, including three new round trips, and these will attract more ridership
(and result in more parking needs) in downtown Auburn.
Although there is always a desire to have as many people as possible access commuter rail without
parking, the reality of the service is that it is usually used by customers who want to start and end their
day with a direct, fast trip to and from the station. Only the Route 497 is specifically designed to link
commuters to Sounder. It accounts for the majority of transfers between bus service and rail service.
Given the strength of the demand for Sounder and the location of many of its users, other lifestyle
choices (bike, pedestrian or TOD) will also not be sufficient to ultimately negate the continued demand
for more parking.
So, for the foreseeable future, parking will be a continuing challenge at the Auburn Station and even
more will be needed as three more Sounder roundtrips are added, as scheduled in 2016 and 2017.
Building the infrastructure to accommodate commuter parking demand is an essential component of
making transit an attractive option for commuters. In order to do so, action is essential to clearly
identify the future demand and acquire the land needed to build the parking. The plans created in ST2
and ST3 (ST2 is the Sound Transit Plan approved by voters during 2008, ST3 was approved by voters
in November 2016 to build parking should be followed. If this is not done, neighborhoods within walking
distance of Auburn Station, particularly those bordering W Main Street, will experience an increase in
on-street commuter parking, making it difficult for residents to find parking during the day and early
evening. To combat this issue, the City has established a restricted parking zone for residents to the
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west of C Street NW, however the problem may begin in other locations. Sound Transit should also
examine the usage of the Auburn Station garage by people who live outside the Sound Transit Taxing
District. The agency should consider requiring those users to pay to park in the Auburn Station garage. In
a 2014 survey of the vehicles parked at the Auburn facility over 90 vehicles (15 percent of the parking
supply) were registered at addresses outside the Sound Transit Taxing District.
King County Metro Transit is responsible for installing new and maintaining existing bus shelters in
Auburn. Both the City and agency should continue to prioritize potential improvements to shelters,
benches, pads, bus zones, customer information and pedestrian access. Currently, about 20 Metro bus
stops that meet warrants for the installation of shelters have not received them yet and City staff is
focused on working with Metro to accomplish that installation.
Pedestrian improvements around existing or planned transit stops, including enhanced crosswalks and
pedestrian refuges, should also be examined by the City. The placement of bus stops is driven by a
variety of criteria including transit system operating and design standards, professional engineering field
evaluation, and public input.
4.3 TRANSIT SYSTEM RECOMMENDATIONS
This section contains the recommendations derived from the transit needs assessment, as discussed in
the first part of this chapter. Recommendations are organized by lead agency, with the understanding
that implementation of any major system improvement will require the collaboration of many agencies.
KING COUNTY METRO TRANSIT
Maintain the operation of the Route 910 in partnership with Metro Transit. Explore partnering with
Metro Transit and the Muckleshoot Indian tribe to create a new route combining the best features of
the former Route 919 and the MIT tribal shuttle to provide better transit service to the city and the
Reservation.
Work with Metro Transit to create new, limited stop AM and PM peak transit services designed for
commuters from Lea Hill and west hill to and from the downtown Auburn Station.
Conduct an evaluation of transit schedules; improve service to major employers.
Work with Metro Transit to add service to the Route 497 to meet more Sounder trains.
Work with Metro Transit to implement the Rapid Ride I line which is part of Metro Connects
Work with Metro Transit to introduce new Mobility Options to improve access to Rapid Ride
and other high capacity transit services, such as Sound Transit commuter rail and regional bus routes
Explore, assist, and encourage the implementation of commuter Vanpool and Van Share, linking Boeing
to the Auburn Station, to meet Sounder and Regional bus routes.
PIERCE TRANSIT
Work with Pierce Transit to add service to the Route 497 to meet more Sounder trains.
SOUND TRANSIT
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Work with Sound Transit to add service to the Route 497 to meet more Sounder trains and fund a
portion of the Route.
Work with Sound Transit to add new commuter bus service to the Sounder from Lea Hill and West Hill
and fund a portion of the routes.
Institute midday Sounder service to and from Tacoma/Lakewood and Seattle and plan for evening and
weekend service in the near future.
Address the loss of existing parking at the Auburn Station due to the use of the overcrowded Sounder
parking facility by Sounder riders who live outside the Sound Transit taxing district and pay nothing for
the facility.
Continue to work with the City of Auburn to create additional parking near the Auburn Station, as
specified in ST2.
CITY OF AUBURN
Partner with local transit agencies to provide transit service similar to the route 497 to serve other areas
of Auburn, including the Lea Hill Area. The route would collect commuters to provide them access to the
Sounder Station in downtown Auburn.
Explore partnering with the Muckleshoot Indian Tribe to create a new route combining the best features
of the former Route 919 and the MIT tribal shuttle to provide better transit service to the City and the
Reservation.
Work with Pierce Transit and Metro Transit to add service to the Route 497 to meet more Sounder
trains and encourage Sound Transit to fund a portion of the Route 497 to continue the route in service
for multiple years beyond 2016.
Continue to work with Sound Transit to address the loss of existing parking at the Auburn Station due to
the use of the overcrowded Sounder parking facility by Sounder riders who live outside the Sound
Transit taxing district and pay nothing for the facility.
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CHAPTER 5 – POLICIES
Transportation objectives and policies establish the framework for realizing the City’s vision of its
transportation system. Policies provide guidance for the City, other governmental entities and private
developers, enabling the City to achieve its goal in accordance with the City’s Comprehensive Plan. The
policy framework presented below is a guideline, which the City will use to evaluate individual projects
and address its infrastructure needs.
The objectives and policies are organized according to five broad headings. The first heading,
Coordination, Planning and Implementation, addresses the system comprehensively, detailing policies
that pertain to the planning and implementation of the system as a whole. The subsequent four
headings list policies specific to the following systems: Street system, Non-motorized system, Transit
system, and Air transportation. The analysis of the transportation system, as well as any individual
proposals, shall consider all modes of transportation and all methods of efficiently managing the
network.
GOAL
To plan, expand, and improve the transportation system in cooperation and coordination with
adjacent and regional jurisdictions to ensure concurrency compliance with the growth management
act, and to provide a safe and efficient multimodal system that meets the community needs and
facilitates the land use plan.
5.1 COORDINATION, PLANNING, AND IMPLEMENTATION
OBJECTIVE: COORDINATION
To be consistent with regional plans and the plans of neighboring cities, to encourage partnerships,
and not to unreasonably preclude an adjacent jurisdiction from implementing its planned
improvements.
Coord-01: Coordinate transportation operations, planning and improvements with other transportation
authorities and governmental entities (cities, counties, tribes, state, federal) to address transportation
issues. These include:
Improvement of the state highway network through strong advocacy with state officials, both
elected and staff, for improvements to state highways and interchanges;
Improvements to roadways connecting Auburn to the surrounding region, including SR 167, SR
18, SR 181/West Valley Hwy, SR 164, and S 277th Street;
Improved access to the Interstate 5 corridor and regional employment centers;
Transit connections to the Regional Growth Centers;
Establishing the Auburn Station as a center for multi-modal transportation connections to
proposed future intercity rail service;
Strong advocacy with US congressional members to provide funding to mitigate transportation
problems connected to interstate commerce; and
Proactively pursuing forums to coordinate transportation project priorities among other
governmental entities, including proposed future intercity rail service.
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OBJECTIVE: LONG-RANGE PLANNING & PROGRAMMING
To continue to plan for the future of the multi-modal transportation system through long-range
planning, programmatic planning, and financial planning, in compliance with the Growth
Management Act.
Plan-01: The Comprehensive Transportation Plan shall be evaluated and amended annually to ensure it
is technically accurate, consistent with state, regional, and other local plans, and in keeping with the
City's vision of the future transportation system.
Plan-02: The Six-Year Transportation Improvement Program (TIP) and Capital Facilities Plan (CFP) shall
be updated annually to reevaluate project priorities, develop a plan to fund capital improvement
projects, and ensure consistency between project priorities and financing plans. Project evaluation
criteria shall foster economic development, maximize utilization of city financing to match
transportation grants, promote safety, integrate planning of other projects requiring disturbance of
pavements, promote mobility, and optimize the utilization of existing infrastructure.
OBJECTIVE: SAFETY
To provide a transportation system that is safe for all users.
Safety-01: A safe and efficient transportation system shall be prioritized over driving convenience.
Safety-02: Utilize education to increase awareness of existing traffic laws and safety issues, especially
as they relate to pedestrians and bicyclists.
Safety-03: Engage the community in transportation issues through public involvement and partnerships
with organizations such as the Auburn School District.
Safety-04: Identify areas with persistent traffic violations and address these violations, in part, through
Police Department enforcement.
Safety-05: Emphasize enforcement of the "rules of the road" for pedestrians, bicyclists and motorists
whose actions endanger others. Conduct enforcement in a manner that reinforces the messages found
in non-motorized education & safety programs.
Safety-06: Recognize the potential effects of hazards on transportation facilities and incorporate such
considerations into the planning and design of transportation projects, where feasible.
OBJECTIVE: CONNECTIVITY
To provide a highly interconnected network of streets and trails for ease and variety of travel.
Connect-01: An efficient transportation system seeks to spread vehicle movements over a series of
planned streets. The goal of the system is to encourage connectivity while preventing unacceptably high
traffic volumes on any one street. Ample alternatives should exist to accommodate access for
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emergency vehicles. For these reasons the City will continue to plan a series of collectors and arterials
designed to national standards to provide efficient service to the community.
Connect-02: Encourage the use of trails and other connections that provide ease of travel within and
between neighborhoods, community activity centers, and transit services. Development patterns that
block direct pedestrian access are discouraged. Ample alternatives should exist to accommodate non-
motorized transportation on arterials, collectors, and local roads.
OBJECTIVE: ENVIRONMENTAL PROTECTION
Minimize the environmental impacts of all new transportation projects and transportation related
improvements.
Environ-01: Thoroughly evaluate the impacts of all transportation projects and apply
appropriate mitigation measures in conformance with SEPA, the Critical Areas Ordinance, and
other city, county, state, and federal regulations.
Environ-02: Identify and consider the environmental impacts of transportation projects at the
earliest possible time to ensure planning and decisions reflect environmental values, to avoid
delays later in the process, and to reduce or avoid potential problems that may adversely
impact the environment and project outcome.
Environ-03: Incorporate Low Impact Development (LID), green technology, and sustainability
practices into transportation improvements as primary alternatives whenever feasible.
Environ-04: Support efforts to improve air quality throughout the Auburn area and develop a
transportation system compatible with the goals of the Federal and State Clean Air Acts.
Environ-05: Require air quality studies of future major development to assess impacts created
by site generated traffic.
OBJECTIVE: LEVEL-OF-SERVICE (LOS) THRESHOLD
To ensure that new development does not degrade transportation facilities to below LOS standards.
LOS-01: New development shall not be allowed when the impacts of the new development on
the transportation system degrades the LOS to below the adopted LOS standard, unless the
impacts are mitigated concurrent with the development as described in Chapter 2.
LOS-02: The term "below level-of-service" shall apply to situations where traffic attributed to a
development likely results in any of the following.
An unacceptable increase in hazard or an unacceptable decrease in safety at an
intersection or on a roadway segment.
An accelerated deterioration of the street pavement condition or the proposed regular use
of a street not designated as a truck route for truck movements that can reasonably result
in accelerated deterioration of the street pavement.
An unacceptable impact on geometric design conditions at an intersection where two truck
routes meet on the City arterial and collector network.
An increase in congestion which constitutes an unacceptable adverse environmental
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impact under the State Environmental Policy Act.
An increase in queuing that causes blocking of adjacent land uses or intersections.
A reduction in any of the four (4) LOS standards below.
1. Arterial and Collector Corridor LOS: The level-of-service standard for each arterial and
collector corridor is “D”, unless otherwise specified in Chapter 2 of this plan. The City may
require a development or redevelopment to examine a shorter or longer corridor segment than is
specified in Chapter 2, to ensure a project's total LOS impacts are evaluated.
2. Signalized Intersection LOS: The level-of-service standard for signalized intersections is “D”,
with the following exceptions; for signalized intersections of two Arterial roads the level -of-
service standard during the AM and PM peak periods is “E” for a maximum duration of 30
minutes and for signalized intersections of two Principal Arterial roads the level-of-service
standard during the AM and PM peak periods is “E” for a maximum duration of 60 minutes. The
City may require a development or redevelopment to examine individual signalized or
roundabout intersections for LOS impacts to ensure a project's total LOS impacts are evaluated.
3. Two-Way and All-Way Stop Controlled Intersection LOS: The level-of-service standard for
two- way stop controlled and all-way stop controlled intersections, is “D”. If LOS falls below the
standard, analysis and mitigation may be required in a manner commensurate with the
associated impacts. This may include, among other requirements, conducting a traffic signal
warrant analysis and installing or financing a signal or roundabout.
4. Roundabout Intersection LOS: The level-of-service standard for roundabout controlled
intersections is “D”. The City may require a development or redevelopment to examine to
examine roundabout intersections for LOS impacts to ensure a project’s total LOS impacts are
evaluated.
LOS-03: Establish a multi-modal level-of-service system in the future.
LOS-04: PM level of service is the city standard. AM level of service may need to be analyzed in
situations where specialized conditions exist that disproportionately impact AM traffic.
OBJECTIVE: CONCURRENCY
To ensure transportation facilities do not fall below the adopted level-of-service standard, as required
by the Growth Management Act.
GMA-01: Require developments to construct or finance transportation improvements and/or
implement strategies that mitigate the impacts of new development concurrent with (within 6
years of) development, as required by the Growth Management Act.
GMA-02: New development that lowers a facility’s level-of-service standard below the locally
adopted minimum standard shall be denied, as required by the Growth Management Act.
Strategies that may allow a development to proceed include, but are not limited to:
Reducing the scope of a project (e.g. platting fewer lots or building less square footage);
Building or financing new transportation improvements concurrent with (within 6 years
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of) development;
Phasing/delaying a project;
Requiring the development to incorporate Transportation Demand Management
strategies; or
Lowering level-of-service standards.
GMA-03: The denial of development in order to maintain concurrency may be grounds for
declaring an emergency for the purpose of amending the Comprehensive Plan outside of the
annual amendment cycle.
OBJECTIVE: QUALITY OF LIFE
To improve the quality of life for Auburn residents and businesses through design of the
transportation system.
QOL-01: Enhance the livability of Auburn through a variety of mechanisms, including the
innovative design and construction of roadways, non- motorized facilities, and associated
improvements. Apply design standards that result in attractive and functional transportation
facilities.
OBJECTIVE: TRANSPORTATION SYSTEM MANAGEMENT (TSM)
To efficiently operate the existing transportation system through Transportation System Management
(TSM) strategies, thereby maximizing resources and reducing the need for costly system capacity
expansion projects.
TSM-01: Use TSM strategies to more efficiently utilize the existing infrastructure to optimize traffic flow
and relieve congestion. Examples include:
Re-channelization/restriping, adding turn lanes, adding /increasing number of through
lanes
Signal interconnect and optimization;
Turn movement restrictions;
Access Management; and
Intelligent Transportation Systems (ITS).
TSM-02: Support Intelligent Transportation Systems (ITS) implementation in coordination with
Map 2-7. Future ITS corridors will be prioritized using the following criteria.
Grants, loans, or partner funding can be leveraged to expand the ITS system on a
specific corridor(s).
There is existing infrastructure that would make it easier and more cost efficient to
implement ITS elements.
The corridor(s) completes a logical segment or missing link in the citywide ITS network.
Significant travel-time savings can be achieved with ITS implementation.
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Corridor supports other City communication and technology needs.
ITS implementation would have significant safety benefits, including reducing the need
for police flaggers in intersections during events.
TSM-03: ITS elements include but are not limited to:
Operational improvements such as traffic signal coordination;
Traveler information including traffic alerts and emergency notification;
Incident management; and
Traffic data collection.
TSM-04: Require development to contribute its share of ITS improvements as mitigation.
TSM-05: Program signal timing to encourage specific movements and the use of travel routes
that are underutilized.
OBJECTIVE: TRANSPORTATION DEMAND MANAGEMENT (TDM)
To utilize transportation demand management strategies to lessen demand for increased street
system capacity, help maintain the LOS standard, and enhance quality of life for those who use and
benefit from the transportation system.
TDM-01: Encourage the use of high-occupancy vehicles (buses, carpool, and vanpool) through
both private programs and under the direction of Metro and Pierce Transit.
TDM-02: Promote reduced employee travel during the daily peak travel periods through
flexible work schedules and programs to allow employees to wor k part-time or full-time or at
alternate work sites closer to home.
TDM-03: Encourage employers to provide TDM measures in the workplace through such
programs as preferential parking for high-occupancy vehicles, car sharing, improved access for
transit vehicles, and employee incentives for using high-occupancy vehicles.
TDM-04: In making funding decisions, consider transportation investments that support
transportation demand management approaches by providing alternatives to single-occupant
vehicles, such as transit, bikeways and pedestrian paths.
TDM-05: Recognize emerging TDM strategies such as tolling, variable-priced lanes, and car
sharing may be effective in certain situations.
TDM-06: Coordinate with Metro and other jurisdictions to enhance Commute Trip Reduction
(CTR) programs for CTR employers in Auburn.
TDM-07: Lead by example through implementation of a thorough and successful Commute -Trip
Reduction (CTR) Program for City employees.
OBJECTIVE: PARKING
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To ensure adequate coordination of parking needs with traffic and development needs and support
development of a regional park-and ride lot system by Metro Transit, Pierce Transit, Sound Transit,
and the Washington State Department of Transportation.
Parking-01: On-street parking should be allowed only when consistent with the function of the
street and with traffic volumes.
Parking-02: New developments should provide adequate off-street parking to meet their
needs.
Parking-03: Develop and maintain regulations, which foster a balance between meeting the
need for public parking and ensuring developers provide adequate parking to meet the demand
generated by new development.
Parking-04: In certain cases, such as in the Regional Growth Center and in areas with high
pedestrian and transit use, it may be appropriate to reduce the developer parking obligation to
achieve other community benefits or employ innovative parking strategies such as the use of
"park & walk" lots, where people could park their vehicles and walk to nearby destinations.
Parking-05: The City shall evaluate new residential subdivisions with constrained space for
driveways, utility services, street lights, street trees, and fire hydrants and the resultant impact
on the provision of adequate on-street parking. Where appropriate, the City shall require the
subdivision to provide dispersed locations of on-street parking (or street accessible parking) to
meet their needs in addition to the zoning code required off -street parking.
Parking-06: Encourage park & ride lots on sites adjacent to compatible land uses with
convenient access to the Auburn Station, SR 18, SR 167, and all regional transportation
corridors.
Parking-07: Work proactively with Sound Transit, WSDOT, Metro Transit, and Pierce Transit to
ensure the adequate supply of park & ride capacity in Auburn.
OBJECTIVE: RIGHT-OF-WAY
To retain and preserve existing right-of-way, and identify and acquire new right-of-way as needed to
achieve the City's objectives.
ROW-01: The acquisition and preservation of right-of-way is a key component of maintaining a
viable transportation system. Methods used to acquire and preserve right-of-way include:
Requiring dedication of right-of-way as a condition of development;
Purchasing right-of-way at fair market value; and
Acquiring development rights and easements from property owners.
ROW-02: Preserve and protect existing right-of-way through the issuance of permits such as
ROW Use permits and franchise agreements, by monitoring and responding to right -of- way
encroachments and safety impacts, and by limiting vacations of public right-of-way.
ROW-03: Vacate right-of-way only when it clearly will not be a future need or to support
economic development.
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OBJECTIVE: MAINTENANCE AND PRESERVATION
To maintain the City’s transportation system at a level that is comparable with the design standards
applied to new facilities.
Prsrv-01: Establish programs and schedules for the level and frequency of roadway and non -
motorized system maintenance.
Prsrv-02: In order to help ensure the long term preservation of the city street system, the City
shall prohibit non-local trip heavy vehicles from traveling on city streets , unless the City
permits such travel via the issuance of a temporary haul permit that requires appropriate
mitigation.
Prsrv-03: Establish standards of street repair and seek to obtain sufficient financing to attain
and maintain a safe system in good condition.
Prsrv-04: Continue to implement the “Save Our Streets” program for maintenance and
rehabilitation of local streets.
Prsrv-05: Continue to implement the arterial/collector streets maintenance and rehabilitation
program.
Prsrv-06: Develop and implement operations and maintenance procedures to ensure ongoing
effectiveness of LID infrastructure.
Prsrv-07: In order to help ensure the long term preservation of the city street system, the City
may prohibit trenching or cutting into newly constructed or newly overlaid pavements for a
period of 5 years. Overlays of up to the full roadway width of affected pavement surface should
be required as mitigation in the event cuts into new pavements cannot be avoided.
Prsrv-08: City shall notify and coordinate with all private and public utilities within the City
limits when planning to complete pavement overlay’s or reconstruction.
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Save our Streets – Patching Treatment
Save our Streets- Overlay
5.2 STREET SYSTEM
OBJECTIVE: COMPLETE STREETS
Ensure Auburn’s transportation system is designed to enable comprehensive, integrated, safe access
for users of all abilities including pedestrians, bicyclists, motorists, transit riders and operators, and
truck operators.
Street-01: Plan for and develop a balanced transportation system, which provides safe access
and connectivity to transportation facilities for users of all ages and abilit ies including
pedestrians, bicyclists, motorists, transit users and operators, and truck operators.
Street-02: Plan for, design, and construct all transportation projects, whether City led or
development driven, to provide appropriate accommodation for bicyclists, pedestrians, and
transit users in a manner consistent with the Comprehensive Plan, except in situations where
the establishment of such facilities would be contrary to public health and safety or the cost
would be excessively disproportionate to the need.
Street-03: Ensure the transportation system meets the requirements outlined in the Americans
with Disabilities Act (ADA) ) and the ADA Transition Plan for Facilities in the Public ROW and its
policies.
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Street-04: The Auburn Engineering Design Standards is the primary vehicle for executing the
Complete Streets Objective and should include standards for each roadway classification to
guide implementation.
Street-05: Context and flexibility in balancing user needs shall be considered in the design of all
projects and if necessary, a deviation from the Auburn Engineering Design Standards may be
granted to ensure the Complete Streets Objective and supporting policies are achieved.
OBJECTIVE: STREET NETWORK
To provide an integrated street network of appropriate classes of streets designed to facilitate
different types of traffic flows and access needs.
Street-06: The city street system shall be made up of three classes of streets:
Arterials - a system of city, county, and state streets designed to move traffic to or
from major traffic and activity generators. Arterials should be adequate in number,
appropriately situated, and designed to accommodate moderate to high traffic
volumes with a minimum of flow disruption.
Collectors - a system of city streets that collect traffic and move it from the local street
system to the arterial street system.
Local streets - a system of city streets, which collect traffic from individual sites and
conveys the traffic to the collector and arterial systems.
Street-07: The Functional Roadway Classifications Map shall serve as the adopted standard for
identifying classified streets in the City of Auburn and the potential annexation areas.
Street-08: Ensure all eligible streets classified in the Comprehensive Transportation Plan are
federally classified.
Street-09: Street standards shall be developed, modified, and implemented that reflect the
street classification system and function. The design and management of the street network
shall seek to improve the appearance of existing street corridors. Streets are recognized as an
important component of the public spaces within the City and should include, where
appropriate, landscaping to enhance the appearance of city street corridors. The standards
should include provisions for streetscaping.
Street-10: The classification standards adopted in the Auburn Engineering Design Standards are
considered the City’s minimum standards for new streets. In cases in which the City attempts to
rebuild an existing street within an established right- of-way, the City Council reserves the
authority to determine if additional right-of-way should be obtained in order to realize the
improvement. Preservation of neighborhood continuity and cohesiveness will be respected.
Street-11: The standards for residential streets may be modified in cross section to provide
better relationships between the different components of the street including, but not limited
to, on-street parking, the landscape strip, and the sidewalk. Among other objectives, this may
be done to balance the need to provide adequate parking and buffer pedestrians from traffic.
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Street-12: These minimum standards do not limit or prevent developers from providing
facilities that exceed the City’s standards.
Street-13: Encourage King and Pierce counties to develop and implement a similar system of
arterial designations within Auburn's potential annexation area.
Street-14: Designate new arterials to serve developing areas concurrent with approval of such
development. Arterials shall be spaced in compliance with good transportation network
planning principles, and support the importance of overall system circulation.
Street-15: Encourage King and Pierce counties to develop and implement a similar system of
collector designations within Auburn's potential annexation area.
Street-16: Designate new collectors to serve developing areas concurrent with approval of such
development. Collectors shall be spaced in compliance with good transportation network
planning principles, and support the importance of overall system circulation.
Street-17: Access Tracts may be permitted, as long as emergency access can be guaranteed at
all times.
Street-18: The local street network shall be developed to maximize the efficiency of the
transportation network in residential areas and minimize through traffic in neighborhoods.
The internal local residential street network for a subdivision should be designed to
discourage regional through traffic and non-residential traffic from penetrating the
subdivision or adjacent subdivisions.
Where possible, streets shall be planned, designed and constructed to connect to future
development.
When applicable, non-motorized paths shall be provided at the end of dead end streets
to shorten walking distances to an adjacent arterial or public facilities including, but not
limited to, schools and parks.
Residential developments should be planned in a manner that minimizes the number of
local street accesses to arterials and collectors.
To promote efficient connectivity between areas of the community, existing stub end
streets shall be linked to other streets in new development whenever the opportunity
arises and the resulting traffic volumes are not likely to exceed acceptable volumes as
identified in the Auburn Engineering Design Standards.
OBJECTIVE: PRIVATE STREETS
To discourage the development of private streets and ensure, if they are permitted by the City, they
are constructed and maintained according to City standards.
Street-19: Private streets are discouraged, but may be permitted on a discretionary basis, as
regulated by city code and the Auburn Engineering Design Standards.
Street-20: If a private street is permitted, it must be built to public street standards as identified
in the Auburn Engineering Design Standards and Construction Standards manuals.
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Street-21: Private streets must provide for emergency vehicle access and be privately
maintained by an approved association or business. The City does not maintain private streets.
OBJECTIVE: ACCESS MANAGEMENT
To limit and provide access to the street network in a manner which improves and maintains public
safety and roadway capacity.
Street-22: Seek consolidation of access points to state highways, arterials, and collectors. This
will benefit the highway and city street system, reduce interference with traffic flows on
arterials, and discourage through traffic on local streets. To achi eve this level of access control,
the City:
Adopts and supports the State’s controlled access policy on all state highway facilities;
May acquire access rights along some arterials and collectors;
Adopts design standards that identify access standards for each type of functional
street classification;
Encourages consolidation of access in developing commercial and high density
residential areas through shared use of driveways and local access streets; and
Will establish standards for access management, develop a planning process to work
with the community and implement access management solutions on arterial corridors.
Street-23: Strive to prevent negative impacts to existing businesses, without compromising
safety, when implementing access management.
OBJECTIVE: THROUGH TRAFFIC
To accommodate through traffic in the City as efficiently as possible, with a minimum of disruption to
neighborhoods.
Street-24: Continue to coordinate with the Washington State Department of Transportation to
facilitate the movement of traffic through the City.
Street-25: Encourage the State and Counties to develop through routes, which minimize the
impact of through traffic on Auburn's residential neighborhoods.
Street-26: Actively solicit action by the State and Counties to program and construct those
improvements needed to serve Auburn to the state and county arterial and freeway systems.
OBJECTIVE: TRAFFIC CALMING
To employ traffic calming techniques to improve safety and neighborhood quality.
Street-27: Implement the City’s traffic calming program to improve neighborhood safety and
quality.
Street-28: The traffic calming program shall require a technical analysis of existing conditions
and appropriate treatments before actions are taken to fund and implement traffic calming
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measures.
Street-29: The traffic calming program shall incorporate neighborhood involvement and seek
community support.
Street-30: New construction should incorporate traffic calming measures, as appropriate.
OBJECTIVE: FREIGHT MOVEMENTS
To facilitate the movements of freight and goods through Auburn with minimal adverse traffic and
other environmental impacts.
Freight-01: The movement of freight and goods is recognized as an important component of
Auburn’s transportation system.
Freight-02: The movement of freight and goods which serve largely national, state, or regional
needs should take place in such a way so that the impacts on the local transportation system
are minimized. These movements should take place primarily on state highways, Interstates, or
on grade-separated rail corridors in order to minimize the local impacts.
Freight-03: Seek public and private partners to leverage funds for freight improvement projects
and associated mitigation.
Freight-04: Continue to work with the Freight Mobility Roundtable, FAST, FMSIB, and other
local and regional groups to ensure regional needs are met, and local impacts are mitigated.
Freight-05: All through truck trips and the majority of local trips shall take place on designated
truck routes, as identified on the truck route map, Map 2-3, of the Comprehensive
Transportation Plan. This policy shall not apply to developments and uses operating und er
existing right-of-way use permits, traffic mitigation agreements or equivalent agreements
directly related to the regulation of permitted haul routes.
Freight-06: If the City is unable to acquire funding to maintain existing truck routes to a
Pavement Condition Index Standard of 70 on a segment of roadway, that route may be
restricted or closed to truck travel.
Freight-07: Work towards designing and constructing future truck routes, as identified on the
truck route map in Chapter 2 of the Comprehensive Transportation Plan, to sustain routine
truck traffic.
Freight-08: Local truck trips that have origins and/or destinations in Auburn may have to
sometimes use routes not designated as truck routes. The City may approve the use of
alternate routes not currently designated as truck routes for truck traffic, with appropriate
mitigation. Approval may be made through issuance of right -of-way use permits, traffic
mitigation agreements or equivalent agreements.
Freight-09: Development shall be required to mitigate the impacts of construction generated
truck traffic on the City’s transportation system, based on the City’s LOS standard.
Freight-10: Temporary haul routes for overweight or oversized vehicles shall be permitted
under circumstances acceptable to the City and with appropriate mitigation. A temporary haul
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permit must be obtained prior to the hauling of oversized or overweight freight.
Freight-11: Truck traffic in residential neighborhoods shall be prohibited, except for local
deliveries within said neighborhood, unless no other possible route is available, in which case
mitigation may be required.
OBJECTIVE: LATECOMER POLICY
To enable private investors to recover a portion of improvement costs for transportation facility
improvements that benefit other developments.
LC-01: The City may enter into latecomer (payback) agreements where substantial
transportation investments are made by one party that legitimately should be reimbursed by
others, such as, when the infrastructure improvement will benefit a future d evelopment. Such
agreements will be at the discretion of the City Council. Latecomer or payback agreements do
not apply to situations in which a property owner is required to construct improvements per
an existing city code provision, such as in the case of half-street and other frontage
improvements.
OBJECTIVE: ROUNDABOUTS
To seek air quality, safety, and capacity benefits by promoting the use of roundabouts over traffic
signals.
RB-01: Intersections controlled with roundabouts are preferred over signalized intersections
whenever feasible and appropriate due to the benefits achieved with roundabouts including
reduced collision rate for vehicles and pedestrians, less severe collisions, smoother traffic flow,
reduced vehicle emissions and fuel consumption, lower long-term maintenance costs, and
improved aesthetics.
RB-02: Developments required to signalize an intersection as mitigation for a project may be
required to install a roundabout instead of a traffic signal. The feasibility of acquiring the land
needed for a roundabout will be considered as a factor in this requirement.
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.
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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 2005 AND SUBSCEQUENT Parks plans.
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.
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
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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 dist ricts 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
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
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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 ter minus 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.
5.4 TRANSIT SYSTEM
OBJECTIVE: TRANSIT SERVICES
To encourage the continued development of public transit systems and other alternatives to single
occupant vehicle travel, to relieve traffic congestion, to reduce reliance on the automobile for
personal transportation needs, to improve route coverage and scheduling, and to ensure transit is a
convenient and reliable mode option for both local and regional trips.
Transit-01: Partner with WSDOT, Metro Transit, Pierce Transit, Sound Transit, Muckleshoot
Indian Tribe, and private businesses to achieve Auburn's transit and passenger rail objectives.
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Transit-02: Work with local and regional transit agencies to serve new and existing trip
generators in Auburn, such as colleges, commercial areas, and community facilities.
Transit-03: Encourage Sound Transit, Metro Transit, and Pierce Transit to expand transit to
underserved areas of Auburn.
Transit-04: Partner with WSDOT, Amtrak, and Sound Transit to establish an intercity passenger
rail stop at the Auburn Station.
Transit-05: Consider both the transit impacts and the opportunities presented by major
development proposals when reviewing development under the State Environmental Policy
Act.
Transit-06: Encourage the inclusion of transit facilities in new development when appropriate.
Transit-07: Encourage bus stops to be located at well-lit and accessible areas.
Transit-08: Work with transit providers and regional agencies to develop a transit system that is
fully accessible to pedestrians and the physically challenged, and which integrates the access,
safety, and parking requirements of bicyclists.
Transit-09: Identify areas of concentrated transit traffic and impose design and construction
standards that accommodate the unique considerations associated with bus travel, such as
street geometry and pedestrian linkages.
Transit-10: Work with transit providers to create new commuter – oriented transit routes and
maintain existing commuter routes linked with Sounder commuter rail.
Transit-11: Develop rider information packages that inform users of commuter, transit, rail,
trail, and air transportation opportunities.
5.5 AIR TRANSPORTATION
OBJECTIVE: AIR TRANSPORTATION
To provide an efficient municipal airport, serving light general aviation aircraft, as an integral part of
the City’s transportation system.
Air-01: Continue to develop the Auburn Municipal Airport in accordance with the Airport
Master Plan.
Air-02: The airport shall be managed as a general aviation facility; the use of jet aircrafts and
helicopters that create noise and land use conflicts shall be evaluated, in conformance with FAA
regulations.. General aviation includes all civilian flying except scheduled passenger airline
service.
Air-03: The siting of new airport facilities shall consider neighborhood impacts such as
increased noise generated from the use of those facilities.When siting new or revised facilities
or operations at the airport, the impacts on neighborhoods such as increased noise generated
from the use of those facilities shall be considered.
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Air-04: Use of the airport by non-conventional aircraft such as ultra lights shall be discouraged,
in conformance with FAA regulations.Use of the airport by non-conventional aircraft such as
ultra lights is discouraged by the City.
Air-05: The City’s zoning ordinance and other appropriate regulatory measures shall enforce
the airport clear zones as regulated by the Federal Aviation Administration (FAA). The impact of
development on air safety shall be assessed through SEPA review, and appropriate mitigation
measures shall be required by the City.
Air-0605: Minimize or eliminate the potentially adverse effects of light and glare on the
operation of the Auburn Airport.
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CHAPTER 6 – FUNDING
The ability to finance the maintenance and enhancement of the transportation system is critical
to the implementation of this plan and the success of the future transportation system. This
chapter details the financial planning tools and funding mechanisms available to accomplish
these goals.
6.1 FINANCIAL PLANNING AND PROGRAMMING
The City updates its financial plan annually in order to ensure programmed transportation
improvements are financially feasible and prioritized in accordance with available funds. The
Transportation Improvement Program and Capital Facilities Plan are the two financial planning
documents the City uses to identify its financial strategy for implementing transportation
improvements.
TRANSPORTATION IMPROVEMENT PROGRAM
The Transportation Improvement Program (TIP) is a six year plan which lists programmed
transportation improvements in the following categories: roadway improvement projects,
intersection improvement projects, non-motorized and transit projects, preliminary
engineering and miscellaneous projects, and preservation projects. Transportation needs are
identified by examining the latest information concerning safety and accident history, growth
trends, the traffic model, traffic studies, and the Comprehensive Transportation Plan. The City
adopts an updated TIP annually, including a revenue forecast and analysis of available funding.
Projects are then prioritized according to a number of factors including safety, capacity n eeds,
access needs, and the likelihood of securing funding. The first three years of the TIP must be
financially constrained, so project programming is often limited due to funding limitations.
The TIP is an important tool for identifying funding and developing a financial plan for project
implementation. It also feeds into the Capital Facilities Plan.
CAPITAL FACILITIES PLAN
The Capital Facilities Plan (CFP) is the Comprehensive Plan element which identifies the
financial plan for implementing all capital improvements in Auburn. Transportation
improvements are included in the Capital Facilities Plan, which is amended annually. The
Capital Facilities Plan enables the City to fulfill the GMA requirement of having a multiyear
financing plan based on identified transportation needs. It also enables the City to make
informed decisions about its investment of public dollars and make timely decisions about
maintaining levels-of-service in accordance with the Comprehensive Plan standards. The 2016-
2035 Transportation Plan capacity projects are forecast to cost approximately $196 million. The
revenue sources proposed to be used by the City of Auburn for these transportation
improvements are described below. Forecasts are based on current funding levels for City funds
and based on past trends for grants and partnerships.
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6.2 FUNDING SOURCES
The City uses a combination of public and private funding sources to implement transportation
improvements in Auburn, both for maintenance activities and capital improvements.
GENERAL TAX REVENUES
The City receives tax revenues from a variety of state, regional, and local sources including the
real estate excise tax (REET), sales tax, and the motor vehicle fuel tax (MVFT). Despite these
revenues, the City has numerous maintenance and capital improvement needs that cannot be
met by existing tax revenues alone.
Recognizing the need to raise additional revenues for the local street system, Auburn residents
approved the ‘Save Our Streets’ (SOS) program in 2004 for specific funding from property taxes,
and in doing so, created a funding program to help rehabilitate Auburn’s residential streets. In
2013, the City Council modified the funding source for the program to be from Construction
Sales Tax instead of 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.
With the success of the ‘Save Our Streets’ program, the City intends to pursue a program that
will help fund arterial and collector street maintenance. The City has an Arterial Street Fund;
however, these funds have proven inadequate in addressing all the maintenance and capital
needs of the arterial system.
In addition, the City has also created an Arterial Street Preservation Program to preserve and
rehabilitate the pavement on these classes of streets. The program is funded through a one
percent utility tax which was adopted by City Council during 2008.
2016 – 2035 Forecast:
REET: $6,000,000
Sales Tax: $32,000,000 (Local Roads Fund)
MVFT: $10,700,000
Utility Tax: $40,000,000 (Arterial Roads Fund)
GRANTS
The City has an active grant program and continually seeks grants, both private and public, to improve
Auburn’s transportation system. The following is a list of some of the grants the City has historically
applied for and will likely apply for again in the future.
FEDERALLY FUNDED PROGRAMS
The Moving Ahead for Progress in the 21st Century Act (MAP-21) replaced the Transportation
Enhancement (TE) Activities with the Transportation Alternatives Program (TAP). The original TE
activities remain eligible for TE funds that were previously apportioned until the TE funds are obligated,
rescinded, or lapse. MAP-21 funds projects designed to strengthen the cultural, aesthetic, and
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environmental aspects of the inter-modal transportation system. The program provides for the
implementation of a variety of non-traditional projects, including the restoration of historic
transportation facilities, the construction of bicycle and pedestrian facilities, landscaping and scenic
beautification, and the mitigation of water pollution from highway runoff.
The Surface Transportation Program (STP) provides flexible funding that may be used by states and
localities for projects on any public road, non-motorized improvements, bridge projects, and transit
capital projects.
The Safety Program is a federal program targeted at reducing accident rates at intersections and along
corridors, particularly at those locations with higher than average fatality and injury rates. Funds come
from the Highway Safety Improvement (HSIP) Program included in MAP-21. HSIP requires that states
program and spend safety funds according to their Strategic Highway Safety Plan. Washington State's
plan is called Target Zero.
The Congestion Mitigation and Air Quality (CMAQ) program is a federally funded program administered
through PSRC. CMAQ funds projects and programs in air quality non-attainment and maintenance areas,
which reduce transportation related emissions.
In addition to the aforementioned programs, the federal government has an annual appropriations bill.
Auburn may apply through the offices of Washington senators and congressional members for funding
for specific projects. This funding source has historically been a successful means of financing some of
the City’s more expensive capital improvement projects.
FEDERAL LEGISLATION
In 2018, the Better Utilizing Investments to Leverage Development, or BUILD Transportation
Discretionary Grant program, replaced the TIGER Grant program which was established in 2009. This
program provides a unique opportunity for the DOT to invest in road, rail, transit and port projects that
promise to achieve national objectives. Previously known as Transportation Investment Generating
Economic Recovery, or TIGER Discretionary Grants, Congress has dedicated nearly $7.1 billion for ten
rounds of National Infrastructure Investments to fund projects that have a significant local or regional
impact.
The 2009 American Recovery and Reinvestment Act also dedicates funding to numerous programs, many
of which can be used to help finance the City’s programmed transportation improvement projects.
STATE FUNDED PROGRAMS
The Safe Routes to Schools Program is a state and federally funded program that aims to protect
children from traffic related deaths and injuries and promotes a healthy lifestyle by encouraging
bicycling and walking to school.
The Pedestrian and Bicycle Safety Grant is a state funded program that funds non-motorized safety
improvements.
The Transportation Improvement Board (TIB) administers annual grant programs that fund roadway
and non-motorized projects that improve safety, mobility, capacity, and promote economic
development. The TIB offers several programs, each of which emphasizes different funding criteria.
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The Community Economic Revitalization Board (CERB) is a state funded program that provides low-cost
financing for public facility improvements. Public entities are eligible to apply for and receive loans and
grants for public facilities linked to economic development outcomes such as private business
investment and job creation. CERB also finances site-specific studies and plans.
2016-2035 Forecast:
Federal Grants: $60,000,000 State Grants: $30,000,000
LOANS
Low-interest loans are also available to municipalities. For example the Washington State Department of
Commerce Public Works Board offers low-interest loans (PWTF) for local governments to finance public
infrastructure construction and rehabilitation. Eligible projects must improve public health and safety,
respond to environmental issues, promote economic development, or upgrade system performance.
Roads, streets and bridges are eligible for these loans. The loans can be strategically employed to
leverage grant funding by providing a local match, enabling the City to compete for funding for public
infrastructure projects. In addition, the City has the option of issuing bonds for public infrastructure
projects.
2016-2035 Forecast:
PWTFL: No PWTF loans are included in the forecast.
PRIVATE SECTOR CONTRIBUTIONS
The City has an established traffic impact fee system based on the Institute of Traffic Engineers (ITE)
guidelines, as amended by the City Council. The fee system estimates the amount of traffic each
development is anticipated to create, based on the land use type and size. Traffic impact fees
compensate the City for the capacity improvements needed to accommodate the new trips generated
by new development. In turn, the City uses the revenues to expand the street network through the
capacity projects included in the TIP. The fees are based on the costs of the capacity project included in
the TIP and forecast growth throughout the City. The fees are updated annually following the adoption
of the TIP by City Council. Payment of the impact fee does not relieve developers of their codified
obligation to construct half-street improvements, nor the need to mitigate project impacts identified
through the SEPA process, which may include the construction of an identified TIP project (and a credit
for the impact fee contribution towards that project).
The City also charges a truck impact fee for certain land-use types which are associated with significant
truck traffic generation, such as commercial and industrial uses. These fees are used to address impacts
on the City’s truck routes and other truck-related infrastructure.
2016-2035 Forecast:
Traffic Impact Fees: $20,000,000 Development Improvements: $15,000,000
FUNDING PARTNERSHIPS
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The City has successfully formed several funding partnerships, which have enabled it to leverage its
resources in implementing transportation improvements.
MUCKLESHOOT INDIAN TRIBE (MIT)
The City anticipates continuing to partner with MIT on funding projects of mutual benefit throughout
the City. A recent partnership project is Auburn Way South (Dogwood to Hemlock). The City expects MIT
to be a major funding partner on the Auburn Way South Bypass project and also to participate in the
remainder of the (SR-SR 164) Auburn Way South Corridor improvement projects.
WASHINGTON STATE DEPARTMENT OF TRANSPORTATION (WSDOT)
The City anticipates continuing to partner with WSDOT on funding projects involving the State Routes
through the City. Recent appropriations by the state legislature budgeted $15 million for the Auburn
Way South Bypass project for the Eastbound Off-Ramp.
LOCAL IMPROVEMENT DISTRICTS
Local Improvement Districts (LID) enable city investment in a specified area by leveraging city
funds, when available, with contributions from property owners in the district. In essence, LID’s
are a means of using limited city resources to improve neighborhood quality through
improvement of streets, sidewalks, and other features of the roadway.
FAST (FREIGHT ACTION STRATEGY TEAM)
FAST is an innovative partnership composed of transportation agencies, ports, cities, economic
development organizations, trucking, rail, and business interests. One of FAST’s primary
objectives is to obtain funding for projects that improve freight mobility. FAST helped fund the
S 277th Street Grade Separation, the 3rd Street SW Grade Separation, and the M Street
Underpass project.
FMSIB (FREIGHT MOBILITY STRATEGIC INVESTMENT BOARD)
The mission of the Freight Mobility Strategic Investment Board (FMSIB) is to create a
comprehensive and coordinated state program to facilitate freight movement to local, national,
and international markets. FMSIB is also charged with lessening the impact of freight
movements on local communities. FMSIB obtains funding directly from legislative
appropriations and has contributed funds to the 3rd Street SW Grade Separation, the S 277th
Street Grade Separation and the M Street Underpass projects.
2016-2035 Forecast:
MIT: $15,000,000 WSDOT: $20,000,000
LID: No LID funds are included in the forecast.
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FAST: No future FAST funding is included in the forecast.
FMSIB: No FMSIB funds are included in the forecast.
FUTURE FINANCING POSSIBILITIES
As the transportation system evolves, so will the range of financing options available to the
City. In general, the financing options currently available under state law fall short of meeting
current and anticipated transportation improvement needs. Hence, the City will continue to
seek fair and sustainable strategies for funding the maintenance activities and capital
improvements needed to preserve the City’s transportation network. Among other strategies,
the implementation of a street utility may be employed to fund many of the City’s
transportation needs.
TRANSPORTATION BENEFIT DISTRICT
In 1987, the State Legislature created Transportation Benefit Districts (TBDs) as an option for
local governments to fund transportation improvements. Chapter 36.73 of the Revised Code of
Washington provides for the establishment of TBD by cities and counties to levy and impose
various taxes and fees to generate revenues to support transportation improvements within
the district. A TBD is a quasi-municipal corporation and independent taxing district created for
the sole purpose of acquiring, constructing, improving, providing, and funding transportation
improvements within the district. In 2005 and 2007, the Legislature amended the TBD statute
to expand its uses and revenue authority, including the ability to authorize a $20 annual vehicle
license fee (VLF), and up to an additional $80 of VLF, if approved by voters within the district.
The state legislature provided local governments with these tools because inflation has eroded
the local share of gas tax and a series of statewide b allot initiatives passed over the last 12
years have eliminated other traditional sources of funding for local transportation needs.
The City of Auburn created a TBD in 2011. The TBD is currently considering the implementation
of the $20 annual vehicle fee, possible local sales tax increase and how the revenue raised
could be best used to achieve the goals of the TBD.
2016-2035 Forecast: (If Authorized)
TBD: $16,000,000
STREET UTILITY
A street utility would be used similarly to how sewer and water utility fees are now collected. A monthly
or annual fee would be charged to residents and businesses in Auburn, for example via a flat fee or
through a pro-rated fee based on anticipated usage.
The implementation of a street utility would require a change in state law. The street utility system is
one in which all residents and businesses would pay their fair share of funding street maintenance and
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repair. If implemented, a street utility would undoubtedly be combined with the suite of other financing
strategies the City currently employs.
2016-2035 Forecast: (If Authorized)
Street Utility: $5-9 Million per year
6.3 REVENUE SHORTFALL CONTINGENCY
Revenue forecasts for City funds are considered to be relatively secured. Other revenue such as
grants and partnership funding can be slightly more unpredictable. While all the revenue
currently forecast above does fully fund the transportation plan improvements, if shortfalls
arise the City will have to take one or more of the following actions to maintain compliance
with GMA concurrency requirements;
Supplant the projected budget shortfall with other existing City funds.
Enact new sources of revenue.
Revise Land Use Plan to reduce development capacity and resultant need for
additional transportation improvements.
Lower the LOS Standard sufficiently to reduce the need for additional transportation
improvements.
Impose restriction (moratorium) on further development with impacts to areas not
meeting LOS standards until current LOS standard is met.
6.4 FUNDING STRATEGIES, PROJECT PRIORITIZATION
The City uses a variety of criteria to prioritize transportation projects, including safety, mobility,
and overall community benefit. In addition, the City also considers the availability of funding
and the ability to leverage City dollars to raise addition funds. For example, grants are often
available for specific types of capital investments, whereas they are more limited for
maintenance/preservation. Hence, the City often needs to budget for
maintenance/preservation through tax revenues. Capital improvements may be financially
secured through a combination of public and private investment. Hence, project prioritization
for capital improvements is often partially dependent on the ability to secure outside funding.
Likewise, maintenance and preservation is highly dependent on the limited tax revenues
available to the City. In the future, the City will need to continue lobbying for its share of
federal, state, and county tax revenues, seek creative avenues for securing private investment
dollars and grant funds, and potentially implement new funding strategies such as tolling and
street utility fees.
Page 133 of 172
Page 134 of 172
CHAPTER 7 – MONITORING AND EVALUATION
The Comprehensive Transportation Plan, a long- range plan with the horizon year 2035,
predicts the needs and conditions of the future transportation system, enabling the City to
anticipate its future needs. Nonetheless, the transportation network is dynamic, constantly
evolving due to circumstances beyond the scope and influence of this plan. Hence, regular
updates are necessary to ensure the Plan remains current and relevant.
7.1 ANNUAL UPDATES
The Comprehensive Transportation Plan can be amended annually as part of the City’s regular
Comprehensive Plan amendment cycle, which ensures proposed changes go through a public
review process before the amended plan is adopted by the City Council at the end of the
calendar year. In preparation for the annual amendment cycle, the City will review the plan and
propose updates as needed. These proposed updates may be due to changes to City priorities,
the availability of new information, or the relevance of certain plan components.
RE-EVALUATION
The annual re-evaluation process provides an opportunity for the City to identify progress made
in implementing the Plan, as well as identify new needs that have arisen since the previous
update. The update will consider the street, non-motorized and transit systems, and assess
whether the Plan adequately addresses the implementation strategies necessary to ensure the
transportation infrastructure continues to grow in line with the City’s objectives.
As part of this process, the City will review its future projects list and update the Transportation
Improvement Program and the Capital Facilities Plan as appropriate. It will also review and
update the Policies and Funding chapters, in order to remain consistent with the City’s vision
and current with potential funding strategies.
TECHNICAL INFORMATION
The Comprehensive Transportation Plan contains a range of technical data, much of which
informs other elements of the Plan. As part of the annual amendment cycle, technical
information, such as traffic volumes, existing levels-of-service, roadway classifications, and
transit route and ridership information will be updated as appropriate. Updated information
will inform much of the evaluation process, enabling the City to quantify system changes over
time and make appropriate decisions in planning the future system.
MODEL UPDATES
The City’s traffic model shall be updated on a regular basis, every few years, as new land use,
employment, and housing data becomes available. Model updates are important as they
Page 135 of 172
ensure the City has an accurate understanding of how land use patterns, empl oyment, and
other factors impact future transportation conditions, enabling the City Council to make
informed policy decisions. The model also provides an understanding of the impacts associated
with different projects, allowing the City to devise a revised list of future projects to improve
capacity and safety, as well as achieve other priorities.
COMPREHENSIVE PLAN CONSISTENCY
The annual evaluation process is an opportunity to ensure the Comprehensive Transportation
Plan is consistent with other elements of the City’s Comprehensive Plan, including the land-use
element, economic development element, Auburn Parks, Recreation and Open Space Plan,
Transportation Improvement Program, and Capital Facilities Plan. Hence, as part of the annual
amendment cycle, the City will ensure these plan components are consistent with and
supportive of each other.
7.2 MULTI-YEAR UPDATES
The City has the opportunity to preform annual updates to the Comprehensive Transportation
Plan on an as needed basis to account for significant changes which have occurred during the
previous year. A more exhaustive process is periodically necessary, hence, a thorough rewrite
of the Plan shall be conducted every five to eight years. This endeavor will include a broad
public outreach effort with input from neighboring jurisdictions, state and regional agencies,
and Auburn residents and businesses. Much like the process for the 2015 update, it will present
an opportunity to holistically examine the current transportation system and lay the framew ork
for development of the future system.
Page 136 of 172
City of Auburn
APPENDIX A
Comprehensive Transportation Plan Project List
Page 137 of 172
The table below lists transportation projects that address current and anticipated transportation needs
through the 2035 horizon year. The list excludes projects planned to be underway within the next 6
years that are included in the current Transportation Improvement Program (TIP).
Number Name Description Purpose/Need Estimated
Cost (2020)
Comp-1
M Street SE Corridor
with signal at 12th St
SE
Corridor and
Intersection
Improvements
Widen M St to construct
multi-lane arterial,
including a new traffic
signal at 12th St SE.
Capacity, Safety, LOS: This
project will improve
mobility and contributes to
the completion of a
north/north arterial
corridor. Combines projects
listed as (16) and (22) in the
2022 analysis.
$7.3M
Comp-2
104th Avenue SE/8th
Street NE
Intersection &
Corridor
Improvements
Construct multi-lane
roundabout to replace
the signalized
intersection, re-align the
curved section of Lea Hill
Road, widen sidewalks
on the 8th Street bridge,
Potential access
management on 8th
Street NE and
intersection
improvements at Pike
Street NE
Capacity, Safety, Non-
motorized: Project
identified in Lea Hill Road
Corridor Study (2020).
$4.0M
Comp-3
116th Avenue SE/SE
312th Street
Intersection and
Corridor
Improvements
Construct a single-lane,
roundabout at the
intersection of 116th
Avenue SE, pedestrian
crossings with flashing
beacons at key crossings,
and complete gaps in
sidewalks and bicycle
lanes between 116th
Avenue SE and 124th
Avenue SE. Portions of
this project may be
completed as frontage
improvements by
developers of adjacent
properties.
Capacity, Safety, Non-
motorized: Project
identified in Lea Hill Road
Corridor Study (2020).
$5.6M
Comp-4
Lea Hill Road
Widening
Capacity
Improvements
Construct shared use
path along the east side
and a bike lane on the
west side of Lea Hill Road
between 112th Avenue
Capacity, Safety, Non-
motorized: Project
identified in Lea Hill Road
Corridor Study (2020).
$9.5M
Page 138 of 172
SE and 106th Place SE,
left-turn pocket at the
Lea Hill Condominiums,
pedestrian crossings with
flashing beacons bus
stops, and a soldier-pile
retaining wall on the
downhill side of Lea Hill
Road as needed to
accommodate roadway
widening and stabilize
the hillside.
Comp-5
M Street SE/29th
Street SE
Intersection
Improvements
Construct single lane
roundabout.
Capacity, Safety: Project
identified in R Street SE
Corridor Study (2019).
Listed as project (23) 2022
analysis as a new traffic
signal.
$1.0M
Comp-6
R Street Bypass
Capacity
Improvements
Construct a new arterial
connection between M
St SE and Auburn Black-
Diamond Rd, parallel to
the Stampede Pass rail
line and potentially
remove at-grade railroad
crossing that connects
Black Diamond Road to R
Street SE.
Capacity, Safety, Non-
Motorized: This project was
identified in the 2002 M
Street SE Grade Separation
Pre-Design Study and was
originally planned to be
implemented with the
grade separation that has
since been completed. The
new connection would
keep freight and commuter
traffic off of R Street, a
residential collector street
and provide a connection
between SR18 and SR164
via M Street SE. This would
reduce congestion at the
intersection of R Street
NE/8th Street SE and
address other capacity and
safety issues. Listed as
project(30) in the 2035
analysis.
$8.0M
Comp-7*
116th Avenue SE/SE
320th Street
Intersection
Improvements
Construct single lane
roundabout.
Capacity, Safety: The
project would provide
traffic calming and
improved intersection
control. This is a portion of
a project (11) listed in the
2022 analysis.
$2.0M
Page 139 of 172
Comp-8*
C Street SW/15th
Street SW
Intersection
Improvements
Construct a southbound
right-turn pocket, re-
channelize the
intersection to provide
two southbound through
lanes, and replace the
existing spanwire traffic
signal with a new traffic
signal.
Capacity, Safety
$1.2M
Comp-9*
124th Avenue SE/SE
320th Street
Intersection
Improvements
Replace traffic signal
with roundabout
Capacity, Safety: This
project was identified to be
needed to support the on-
going expansion of Green
River College. Listed as
project (32) was in the
2035 analysis.
$2.5M
Comp-
10*
124th Avenue SE/SE
284th Street
Intersection
Improvements
Construct northbound
left-turn lane on 124th
Ave SE
Capacity, Safety: Project
need identified using crash
history prior to 2015.
Listed as a project (24) in
the 2022 analysis.
$1M
Comp-
11*
15th Street SW
Preservation
Improvements
Re-construction of the
roadway from West
Valley Highway to C
Street SW with potential
safety improvements at
the Union Pacific at
grade rail and Interurban
Trail crossings
Preservation, Safety.
$10M
Comp-
12*
Auburn Way
Corridor
Improvements
Construct pedestrian
accessibility and
aesthetic enhancements
on Auburn Way between
4th St NE and 4th St SE,
including curb-bulbs at
Economic Development,
Non-motorized.
$4.5M
Page 140 of 172
intersections adjacent to
on-street parking, a new
northbound left-turn at
3rd St SE, and signal and
channelization
improvements at E Main
St.
Comp-
13*
SE 320th St
Corridor
Improvements
Construct non-motorized
and safety
improvements including
bicycle lanes, sidewalks,
and street lighting
between 122nd Ave SE
and 116th Ave SE.
Safety, Non-motorized: SE
320th is a primary route
serving Green River College
and adjacent
neighborhoods. There are
high volumes of
pedestrians, bicyclists, and
transit utilizing the corridor.
Listed as project (11) in the
2022 analysis.
$4.0M
Comp-
14*
West Valley
Highway Corridor
Improvements
Rehabilitate and widen
pavement from 15th
Street NW to W Main
Street, re-channelize to
add bicycle lanes,
pedestrian facilities,
roadway lighting, ITS,
and required storm
system improvements.
Preservation, Non-
Motorized. This road
segment is a popular bike
corridor which is also on
the annual Seattle-to-
Portland bike race route.
Listed as project (13) in the
2022 analysis.
$4.0M
Comp-
15*
Auburn Way S
Corridor
Improvements
Construct improved
pedestrian linkages, new
and repaired sidewalks,
undergrounding utilities,
new street lighting, trash
and recycling
receptacles, and other
appropriate amenities
from SR-18 interchange
to M Street SE.
Economic Development:
This project will revitalize
and beautify Auburn Way S.
$4.5M
Comp-16
SE 304th Street/112th
Avenue SE
Intersection
Improvements
Construct a new traffic
signal, northbound left
turn lane on 112th Ave
SE, and sidewalks/bike
lanes on both sides of
SE304th Street.
Capacity, Safety, Non-
motorized: Listed as project
(31) in the 2035 analysis. $1.5M
Comp-17 SE 284th / SE 288th St
New roadway
This project will
construct a new collector
linking 284th St at 124th
Ave to 288th St at 132nd
Ave. The roadway will
Network Capacity and Non-
motorized. Listed as project
(34) in the 2035 analysis. $9M
Page 141 of 172
have one lane in each
direction, and include a
bike lane and sidewalks
on each side.
Comp-18 D St NW
New Roadway
This project will
construct a new 4 lane
arterial from 37th St NW
to 44th St NW, including
bike lanes and sidewalks
on each side.
Network Capacity and Non-
Motorized. Listed as project
(36) in the 2035 analysis. $7M
Comp-19
37th Street SE
Safe Routes to
Schools
Construct sidewalks
along 37th Street SE from
M Street SE to Olympic
to Olympic Street SE and
enhanced pedestrian
crossings along 37th
Street SE between M
Street SE and D Street
SE.
Non-motorized: This
project would complete a
gap in the sidewalk
network and provide
connections to/from Gildo
Ray Elementary, Mt. Baker
Middle School, the 37th
Street trail to R Street SE
and transit stops on 37th
Street SE and M Street SE.
TBD
Comp-20
112th Ave SE & 105th
Place SE
Intersection
Improvements
Reconfigure 105th Place
SE to be right in /right
out. Construct a single
lane roundabout with
sidewalks and bike lanes
on SE 312th Street.
Construct a single lane
roundabout with sidewalks
and bike lanes on SE 312th
Street. $5M
Comp-21
51st Ave S/S 296th St
Intersection
Improvements
Construct a protected
southbound left turn
lane on 51st Avenue S,
bike lanes, and sidewalks
on all legs of the
intersection.
Capacity, Safety, Non-
motorized. Listed as project
(35) in the 2035 analysis. $1.6M
Comp-22 BNSF Yard Grade
Separation
This project will
construct a road across
the BNSF yard
This project would provide
a grade separated arterial
connection over the BNSF
rail yard that would provide
connectivity to/from the
yard to SR 18 and SR 167.
The project would be
needed if/when the BNSF
Yard converts to a multi-
modal facility.
TBD
Comp-23
East Auburn Access
Project
New Roadway
Construct a new arterial
connection from SR-18
to SR-164 that connects
to SR-164 between MIT
Capacity, Safety, Non-
motorized:
Previously referred to as
Auburn Bypass, a draft
Bypass Feasibility Report
TBD.
Muckleshoot
Indian Tribe
project,
$15M
Page 142 of 172
Plaza and Riverwalk
Drive.
was prepared in
partnership with WSDOT,
City of Auburn,
Muckleshoot Indian Tribe,
and other regional partners
in 2009.
awarded by
Connecting
Washington
Program in
2015.
Comp-24 I St NE Corridor
New Roadway
Construct a new
roadway connection
from 45th St NE to S 277th
St.
Network Capacity. Listed as
project (2) in the 2022
analysis.
TBD
Developer
led project.
Comp-25
R Street SE
Extension
New Roadway
Construct a new
roadway connection
between 17th St SE and
Auburn Black-Diamond
Road
Capacity, Safety, Non-
motorized: Reduce
congestion on Auburn Way
South and M Street SE.
TBD
Potential
Muckleshoot
Indian Tribe
project.
* Project was removed from the TIP in 2020 and placed back into the comprehensive plan because
there is still a current or future need for the project but funding was anticipated to not be available for
the project within the 6-year TIP period
Page 143 of 172
City of Auburn
APPENDIX B
Comprehensive Transportation Plan Maps
Page 144 of 172
PART 1 – PROPOSED EDITS
Page 145 of 172
18
18
167
167
A ST SEB ST NWI ST NEAU
B
U
R
N
W
A
Y
S
C ST SWM ST SEAUBURN WAY NR ST SE124TH AVE SEE MAIN STWESTVALLEYHWYN SE 304TH ST
S 277TH ST
C ST NW15TH ST SW
STUCK RIVER DR S E
2ND ST E
W MAIN ST
15TH ST NW 132ND AVE SELAKE T A P PSPKW Y S E4 1STSTS E
29TH ST SE
SE 312TH ST
K
ER
SEYWAYSE
SE 288TH ST
8TH ST NE
37TH ST NW
LAKEL
A
N
DHI
LLSWAYSEORAVETZRDSE25TH ST SE
EAST BLVD55TH AVE SSE 320TH ST
56TH AVE SD ST SE110TH AVE SE4TH ST SE 104THAVESEI ST NW51ST AVE SWESTVALLEYHWYSN ST NEW ST NWO ST NES 287TH ST
SCENIC
D
R
S
E118TH AVE SED ST NE112TH AVE SE58TH AVE SK ST SEEAST VALLEY HWY E4TH ST SW
8TH ST SE T ST SE57THPLSM ST NEJOHNREDDINGTONRDNEH ST SEB ST SEFOSTER AVE SE47THST S E
56TH ST SERIVERDRSES 305TH ST U ST NWAuburn Ave130TH AVE SE35T H W A Y S ER ST NW26TH ST SE
SE 323RD PL
17TH ST SE
S E 3 1 8 T H W A Y
3 6 T H S T SE50TH ST NE
64TH ST SE AST ESE304THWAY108THAVESE SE 298TH PL
22ND ST SE
42ND ST NW
S 292ND ST
SE 282ND ST
5 1 S T S T S E
SE 286TH ST
V CT SE32ND ST SE
72ND ST SE
42ND ST NE SE 285TH ST
PEARL AVE SE62ND ST SE
SE 307TH PL
65TH ST SE51ST AVE ST H E
T H E
O U T L E T
O U T L E T
C O L L E C T I O N
C O L L E C T I O N
Auburn Transportation Plan
Map ID: 4609Printed On: 10/18/2019
0 1
Miles
City of Auburn
Highway
Principal Arterial
Future Principal Arterial
Minor Arterial
Future Minor Arterial
Residential Collector
Future Residential Collector
Non Residential Collector
Future Non Resident Collector
Rustic Collector
Local
Private
Functional Roadway Classification
Map 2-1
Source: City of Auburn GIS Department
Add dotted
blue line
Change
to orange
Local road section (gray)
is changed to Minor
Arterial (red)
The future extension of I
Street should align with the
existing I Street
118th should be shown as
a residential collector to the
connection to the Bridges
This little tail is private
Make sure the data on this map is
coming directly from the roadway
classifications indicated w/the
roadway segments in GIS.
Add A St. Loop
Page 146 of 172
.-21,
7
0
0.-13,300.-32,300 .-4,800.-10,400.-6,800.-5,600.-28,200.-2,000.-8,900.-10,200.-13,600.-7,700.-23,100.-22,200.-17
,
6
0
0
.-4,400.-8,300.-7,400.-5,600 .-3,700.-35,
9
0
0
.-6,200
.-10,700
.-8,800.-7,300.-5,300.-6,000
.-31,000
.-23,000.-1,200
.-8,500
.-4,100.-16,100.-5,400
.-2,700.-16,900
.-3,400
.-9,700.-17,800.-11,100
.-12,500.-9,400.-21,800.-4,600
.-25,400.-16
,
6
0
0
.-28,900
.-6,400.-4,900.-9,300.-3,200.-4,300
.-22,500 .-1,600.-18,400.-8,200.-7,900.-8,60
0
.-17,200 .-8,100.-18,100.-24,000
.-24,800.-16,700.-21,900
.-6,500 .-18,000.-1,700.-15,300 .-900.-7,100.-4,600
.-7,700 .-21,700.-21,900
.-6,200.-4,100
.-5,300
.-8,300
.-10,
2
0
0
.-4,400
.-4,600
.-4,400.-10,400.-2,700
.-7,400.-3,700
.-4,800
.-13,600.-21,800.-1,600TS18
TS18
TS167
TS167
A ST SEAUBURN
W
AYSB ST NWC ST SWI ST NEM ST SEAUBURNWAYNR ST SE124TH AVE SE132ND AVE SEE MAIN STWESTVALLEYHWYN SE 304TH ST
S 277TH ST
C ST NW15TH ST SW
2ND ST E
STUCK RIVER DR S E
WMAIN ST
LAKETAPP S P K W YSE4 1STSTS E
29TH ST SE51ST AVE SK
ER
SEYWAYSE
SE 288TH ST
8TH ST NE
37TH ST NW
25TH ST SE
EAST BLVDSE 320TH ST
D ST SE110TH AVE SE104THAVESEI ST NWSE 299TH ST
N ST NEW ST NWS 287TH ST
56TH AVE SSCENICD
R
S
E3 2 1ST ST S 118TH AVE SESE 316TH ST112THAVESE
ACADEMYDRSE
P
E
A
SLEYC
A
N
Y
O
N
RDS
4TH ST NE
EAST VALLEY HWY E4TH ST SW
7 TH ST SE
67TH S T SEL ST SET ST SEM ST NEJOHNREDDINGTONRDNEG ST SEFOSTER AVE SESE 310TH ST
47THST S ERIVERDRSE57THPLSSE290THST 130TH AVE SE35T H W A Y S ER ST NW26TH ST SE
SE 323RD PL
17TH ST SE
6 4 T H S T S E50THSTSEV ST NWAST E
21ST S T N E 108THAVESE31ST ST SE
22ND ST SEE ST NES 292ND ST
SE 282ND ST
D ST SWV ST SESE 286TH ST42ND ST NE
73RD ST SE PEARL AVE SES 303RD PL
K ST NES 324TH ST
43RD ST NE
SE 293RD ST
A ST SE108THAVESE64TH ST SE 104TH AVE SED ST SET H E
T H E
O U T L E T
O U T L E T
C O L L E C T I O N
C O L L E C T I O N
Auburn Transportation Plan
Map ID: 4592Printed On: 10/6/2015
°0 1
Miles
Parks
City of Auburn
100-999
1,000-9,999
10,000+
Average Daily Traffic Volumes (2013)
Map 2-2
Source: City of Auburn GIS Department
Edit to show ADT based on data
collected in 2019
Page 147 of 172
TS18
TS18
TS167
TS167
A ST SEB ST NWAUBURN WAY
SI ST NEC ST SWM ST SEAUBURN WAY NR ST SE124TH AVE SEE MAIN STWESTVALLEYHWYN SE 304TH ST
C ST NWS 277TH ST
15TH ST SW
2ND ST E
STUCKRIVERDRSE
W MAIN ST
15TH ST NW 132ND AVE SELAKETAPPS PKWYSE
41 S T ST SE
29TH ST SE
SE 312TH ST
KERSEYWAY
S
E
SE 288TH ST
8TH ST NE
37TH ST NW
LAKELANDHILLSWAYSEO R A V ETZR D S E
25TH ST SE
EAST BLVD55TH AVE S56TH AVE SSE 320TH ST
D ST SE110TH AVE SE4TH ST SE 104THAVESEI ST NW51ST AVE SWESTVALLEYHWYSN ST NEW ST NWO ST NES 287TH ST
SCE
NICD
RSE118TH AVE SE112TH AVE SED ST NE58TH AVE SK ST SEEAST VALLEY HWY E4THSTSW
7TH ST SE T ST SEC ST SE57THPLSM ST NEH ST SEJOHNREDDINGTONRDN
E
FOSTER AVE SEB ST SE47T
H
STSE
56THSTSEU ST NWS 305TH ST
Auburn Ave130TH AVE SE35THWAYSER ST NW26TH ST SE
SE318THWAY
SE 323RD PL
17TH ST S
E
SE 301ST ST
36THSTSE
50TH ST NE
64TH ST SE
A S TE
108TH AV ESESE304T HWAY
SE 298TH PL
22ND ST SE
42ND ST NW
S 292ND ST
SE 282ND ST
51STSTSE
SE 286TH ST
V CT SE32ND ST SE
42ND ST NE
73RD ST SE PEARL AVE SESE 285TH ST
62ND ST SE
SE 307TH PL
65TH ST SEA ST SE51ST AVE SMUCKLESHOOT
CASINO
MUCKLESHOOT
CASINO
THE
OUTLET
COLLECTION
THE
OUTLET
COLLECTION
Auburn Transportation Plan
Map ID: 4681Printed On: 10/18/2019
°0 1
Miles
Truck Routes
Map 2-3
Source: City of Auburn GIS Department
Priority 2 WSDOT
Parks
City of Auburn
Priority 1
Current Local Truck Routes
Future Local Truck Route
Current Through Truck Route
Future Through Truck Route
Current Local Truck Route
Future Local Truck Route
Make sure the data on this map
is coming directly from the
roadway classifications
indicated w/the roadway
segments in GIS.
Page 148 of 172
TS18
TS18
TS167
TS167
A ST SEAU
B
U
R
N
W
A
Y
SB ST NWC ST SWI ST NEM ST SEAUBURN WAY NR ST SE124TH AVE SE132ND AVE SEE MAIN STWESTVALLEYHWYN SE 304TH ST
S 277TH ST
C ST NW15TH ST SW
2ND ST E
STUCK RIVER DR S E
W MAIN ST
15TH ST NW
LAKE T A P PSPKW Y S E4 1STSTS E
29TH ST SE
SE 312TH ST
51ST AVE SK
ER
SEYWAYSE
SE 288TH ST
8TH ST NE
37TH ST NW
LAKEL
A
N
DHI
LLSWAYSEORAVETZRDSE25TH ST SE
EAST BLVDSE 320TH ST
D ST SE110TH AVE SE4TH ST SE 104THAVESEI ST NWWESTVALLEYHWYSSE 299TH ST
N ST NEW ST NWO ST NES 287TH ST
56TH AVE SSCENICD
R
S
E118TH AVE SESE 316TH ST
AUBURN-BLACKDIAMOND RD SED ST NE112TH AVE SEP
E
A
S
LEYCA
N
Y
O
N
RDS
K ST SEEAST VALLEY HWY E4TH ST SW
8TH ST SE M ST NEJOHNREDDINGTONRDNEB ST SEFOSTER AVE SE47THST S E
56TH ST SERIVERDRSES 305TH ST57TH PLSSE290TH ST
130TH AVE SE35T H W A Y S ER ST NW26TH ST SEB ST NESE 323RD PL
17TH ST SE
3 6 T H S T SE50TH ST NE
64TH ST SEV ST NWAST ESE304THWAY108THAVESE22ND ST SE
42ND ST NW
S 292ND ST
SE 282ND ST
SE295TH ST
SE 286TH ST
V CT SE32ND ST SE
42ND ST NE
2ND ST SE
73RD ST SE PEARL AVE SE62ND ST SE
SE 307TH PL
S 324TH ST
65TH ST SEA ST SET H E
T H E
O U T L E T
O U T L E T
C O L L E C T I O N
C O L L E C T I O N
Auburn Transportation Plan
Map ID: 4588Printed On: 10/6/2015
°0 1
Miles
City of Auburn
T1 (Over 10,000)
T2 (4,000 - 10,000)
T3 (300 - 4,000)
T4 (100 - 300)
T5 (Over 20 in 60 Days)
Freight Routes Classification MapClass T-1 to T-5Annual Tons (in thousands)
Map 2-4
Source: City of Auburn GIS Department
Edit to show freight class based on data
collected in 2019 and map layers
generated by WSDOT
Page 149 of 172
")10")4
")16")18")1")13")11
")35")17
")19
")27
")26")9
")12
")8
")14")25
")15
")3 ")23")5 ")22")6")2")33
")31
TS18
TS18
TS167
TS167
A ST SEB ST NWAU
B
U
R
N
W
A
Y
S
C ST SWI ST NEM ST SEAUBURN WAY N124TH AVE SER ST SE132ND AVE SEE MAIN STWESTVALLEYHWYN SE 304TH ST
S 277TH ST
C ST NW15TH ST SW
2ND ST E
STUCK RIVER DR S E
W MAIN ST
15TH ST NW
LAKE T A P PSPKW Y S E4 1STSTS E
29TH ST SE
SE 312TH ST
51ST AVE SK
ER
SEYWAYSE
SE 288TH ST
8TH ST NE
37TH ST NW
ORAVETZRDSE25TH ST SE
EAST BLVDSE 320TH ST
D ST SE110TH AVE SE4TH ST SE 104THAVESEI ST NWSE 299TH ST
N ST NEW ST NWO ST
NE
37TH ST NE
S 287TH ST
56TH AVE SSCENIC
D
R
S
E118TH AVE SESE 316TH ST
321ST ST S
AUBURN-BLACKDIAMOND RD SED ST NE112TH AVE SEACADEMYDRSEK ST SEEAST VALLEY HWY E4TH ST SW
7TH ST SE
67TH S T SELSTSEC ST SEJOHNREDDINGTONRDNEB ST SEFOSTER AVE SE52ND AVE S47THST S E
56TH ST SE57THPLSSE290TH ST
130TH AVE SE35T H W A Y S ER ST NW26TH ST SEBSTNE SE 323RD PL
17TH ST SE
3 6 T H S T SE50TH S T N E
6 4 T H S T S EV ST NWAST ESE304THWAY108THAVESE31ST ST SE
22ND ST SEE ST NE42ND ST NW
S 292ND ST
SE 282ND ST
SE295TH ST
5 1 S T S T S E
SE 286TH ST
V CT SE72ND ST SE
42ND ST NE
2ND ST SE
PEARL AVE SESE 307TH PL
K ST NE5 7 T H D R S E
S 324TH ST F ST NE56THAV
E
S
64TH ST SE
SE 282ND ST
OSTNERSTSEA ST SEM U C K L E S H O O T
M U C K L E S H O O TC A S I N O
C A S I N O
T H E
T H E
O U T L E T
O U T L E T
C O L L E C T I O N
C O L L E C T I O N
Auburn Transportation Plan
Map ID: 4603Printed On: 10/8/2015
°0 1
Miles
Corridor Sections
City of Auburn
Auburn LOS Corridors
Map 2-5
Source: City of Auburn GIS Department
NO CHANGE
Page 150 of 172
È !o
25
3
5131819
14
8
21610209412 1
1117
15
7
226923242627383729
34
3 3630
33 323562 16312
TS18
TS18
TS167
TS167
C ST SWSTUCK RIVER DR S EB ST NW41STS T S EC ST NWEAST BLVDI ST NWAUBUR
N
W
A
Y
S
A ST SES 287TH ST
118TH AVE SE51ST AVE SCLAY ST NWA ST NWD ST NE2ND ST E 144THAVESEKERS
E
Y
W
A
Y
S
EPEASLEYC
A
N
Y
O
N
RDS JOHNREDDINGTONRDNE124TH AVE SEH ST SEG ST SE140TH AVE SEFOSTER AVE SEM ST SE47THST S E56TH AVE SUSTNW55TH AVE SORAVETZ RD SEEMERALD DOWNS DR NW321ST ST S
ACADEMYDRSE
S 277TH ST
15TH ST SW
SE 301ST ST
S E 2 8 7THST
HICRESTDRNW I ST NEV ST NWL ST SEAST E
21ST ST NE
S 318TH ST
25TH ST SEH ST NELAKETAPPSPKWY SEE ST NEPIKE ST NW36 T H S TSEAUBURN-BLACK DIAMOND RDSER ST SE42ND ST NW
8TH ST N E
16TH ST NE
4TH ST SW
SE 282ND ST
SE 312TH ST
D ST SESE 288TH ST108THAVESE
SE 326TH PLSE 295TH ST
20TH ST SE
51STSTSE42ND ST NE
C ST
SE
SE 304TH ST
Z ST SEO ST SW56TH ST SE
37TH ST NE
L ST NESKYWAY LN S
E
PEARL AVE SE4TH ST NE 112TH AVE SE6TH ST SE
S 302ND PL
S 324TH ST
F ST NWG PL SEV CT SEAUBURN
W
A
Y
SB ST NWASTSEKERSEYWAYSE
A ST SER ST SELAKE TAPPSPKW YSEI ST NE51ST AVE SSE 312TH ST
S 277TH ST
T H E
T H E
O U T L E T
O U T L E T
C O L L E C T I O N
C O L L E C T I O N
Auburn Transportation Plan
Map ID: 4682Printed On: 10/26/2015
°0 1
Miles
2022 City Improvements
2035 City Improvements
Not in Analysis
City of Auburn Transportation Improvement Projects
Map 2-6
Source: City of Auburn GIS Department
REMOVE
Page 151 of 172
18
18
167
167
A ST SEB ST NWI ST NEAU
B
U
R
N
W
A
Y
S
C ST SWM ST SEAUBURN WAY NR ST SE124TH AVE SEE MAIN STWESTVALLEYHWYN SE 304TH ST
S 277TH ST
C ST NW15TH ST SW
STUCK RIVER DR S E
2ND ST E
W MAIN ST
15TH ST NW 132ND AVE SELAKE T A P PSPKW Y S E4 1STSTS E
29TH ST SE
SE 312TH ST
K
ER
SEYWAYSE
SE 288TH ST
8TH ST NE
37TH ST NW
LAKEL
A
N
DHI
LLSWAYSEORAVETZRDSE25TH ST SE
EAST BLVD55TH AVE SSE 320TH ST
56TH AVE SD ST SE110TH AVE SE4TH ST SE 104THAVESEI ST NW51ST AVE SWESTVALLEYHWYSN ST NEW ST NWO ST NES 287TH ST
SCENIC
D
R
S
E118TH AVE SED ST NE112TH AVE SE58TH AVE SK ST SEEAST VALLEY HWY E4TH ST SW
8TH ST SE T ST SE57THPLSM ST NEJOHNREDDINGTONRDNEH ST SEB ST SEFOSTER AVE SE47THST S E
56TH ST SERIVERDRSES 305TH ST U ST NWAuburn Ave130TH AVE SE35T H W A Y S ER ST NW26TH ST SE
SE 323RD PL
17TH ST SE
S E 3 1 8 T H W A Y
3 6 T H S T SE50TH ST NE
64TH ST SE AST ESE304THWAY108THAVESE SE 298TH PL
22ND ST SE
42ND ST NW
S 292ND ST
SE 282ND ST
5 1 S T S T S E
SE 286TH ST
V CT SE32ND ST SE
72ND ST SE
42ND ST NE SE 285TH ST
PEARL AVE SE62ND ST SE
SE 307TH PL
65TH ST SE51ST AVE ST H E
T H E
O U T L E T
O U T L E T
C O L L E C T I O N
C O L L E C T I O N
Auburn Transportation Plan
Map ID: 4589Printed On: 10/24/2019
0 1
Miles
City of Auburn
Future Variable Message
Existing Variable Message
City Signal
PED Signal
County Signal
WSDOT
ITS Copper
ITS Fiber
Future ITS Corridor
Intelligent Transportation Systems
Map 2-7
Source: City of Auburn GIS Department
This is Moving West
V
In Construction
In Construction
Segments marked in
construction must be
shown as existing, as
completion is planned
in 2020.
Stops at S 287th St
In Construction
V
Move to other side,
In Construction
Page 152 of 172
^_
^_
^_
^_
^_
^_
^_
^_
^_
^_
5
5
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55
5
5 55
5 5
5
5 5
5 5
5 5
5
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5
TS18
TS18
A ST SEB ST NWAUBURN WAY
SI ST NEC ST SWM ST SEAUBURN WAY NR ST SE124TH AVE SEE MAIN STWESTVALLEYHWYN SE 304TH ST
C ST NWS 277TH ST
15TH ST SW
2ND ST E
STUCKRIVERDRSE
W MAIN ST
15TH ST NW 132ND AVE SELAKETAPPS PKWYSE
41 ST ST SE
29TH ST SE
SE 312TH ST
KERSEYWAY
S
E
SE 288TH ST
8TH ST NE
37TH ST NW
LAKELANDHILLSWAYSEO R A V ETZRD S E
25TH ST SE
EAST BLVD55TH AVE S56TH AVE SSE 320TH ST
D ST SE110TH AVE SE4TH ST SE 104THAVESEI ST NW51ST AVE SWESTVALLEYHWYSN ST NEW ST NWO ST NES 287TH ST
SCE
NICD
RSE118TH AVE SE112TH AVE SED ST NE58TH AVE SK ST SEEAST VALLEY HWY E4THSTSW
7TH ST SE T ST SEC ST SE57THPLSM ST NEH ST SEJOHNREDDINGTONRDN
E
FOSTER AVE SEB ST SE47T
HSTSE
56THSTSEU ST NWS 305TH ST
Auburn AveSE290THST
35THWAYSER ST NW130TH AVE SE26TH ST SE
SE318THWAY
SE 323RD PL
17TH ST S
E
36THST SE
50TH ST NE
64TH ST SE
A S TE
108THAV ESESE304T HWAY
SE 298TH PL
22ND ST SE
42ND ST NW
S 292ND ST
SE 282ND ST
SE295THST
51STSTSE
SE 286TH ST
V CT SE32ND ST SE
42ND ST NE
73RD ST SE PEARL AVE SESE 285TH ST
62ND ST SE
SE 307TH PL
65TH ST SE51ST AVE SA ST SEMUCKLESHOOT
CASINO
MUCKLESHOOT
CASINO
TS167
TS167
THE
OUTLET
COLLECTION
THE
OUTLET
COLLECTION
Auburn Transportation Plan
Map ID: 4587Printed On: 9/23/2019
°0 1
Miles
Priority Future Pedestrian Corridor
Existing Sidewalks
5 Education Facilities
1/4 Mile from School
1/2 Mile from School
Recently Completed
^_Protected Crosswalks
Existing Sidewalks and
Future Priority Sidewalk Corridors
Map 3-1
Source: City of Auburn GIS Department
change to blue
Change to blue
Add blue line
remove these layers
- Show DUC
- Show schools with
larger icons
- Show street base
layer (as in other
maps)
Add school icon
change legend
to "existing"
add school icon
EDITS PART 1/2
Page 153 of 172
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TS18
TS18
A ST SEB ST NWAUBURN WAY
SI ST NEC ST SWM ST SEAUBURN WAY NR ST SE124TH AVE SEE MAIN STWESTVALLEYHWYN SE 304TH ST
C ST NW15TH ST SW
2ND ST E
STUCKRIVERDRSE
WMAINST
15TH ST NW 132ND AVE SELAKETAPPS PKWYSE
41 S T ST SE
29TH ST SE
SE 312TH ST
KERSEYWAY
S
E
SE 288TH ST
8TH ST NE
37TH ST NW
LAKELANDHILLSWAYSEO R A V ETZR D S E
25TH ST SE
EAST BLVD55TH AVE S56TH AVE SSE 320TH ST
D ST SED ST NW110TH AVE SE4TH ST SE 104THAVESEI ST NW51ST AVE SWESTVALLEYHWYSN ST NEW ST NWS 277TH ST
SCE
NICD
RSES 287TH ST
CLAY ST NW112TH AVE SED ST NE58TH AVE S4TH ST NE
K ST SEEAST VALLEY HWY E4THSTSW
7TH ST SE T ST SEC ST SE57THPLSM ST NEH ST SEJOHNREDDINGTONRDN
E
FOSTER AVE SEB ST SE47T
H
STSE
56THSTSEU ST NWS 305TH ST
130TH AVE SE35THWAYSER ST NW26TH ST SEB ST NESE318THWAY
SE 323RD PL
17TH ST S
E
36THSTSE
50TH ST NE
64TH ST SE
A S TE
108TH AV ESESE304T HWAY
SE 298TH PL
22ND ST SE
42ND ST NW
S 292ND ST
SE 282ND ST
51STSTSE
SE 286TH ST
V CT SE32ND ST SE
42ND ST NE
73RD ST SE PEARL AVE SESE 285TH ST
62ND ST SE
SE 307TH PL118TH AVE SE65TH ST SE51ST AVE SA ST SEMUCKLESHOOT
CASINO
MUCKLESHOOT
CASINO
TS167
TS167
THE
OUTLET
COLLECTION
THE
OUTLET
COLLECTION
Auburn Transportation Plan
Map ID: 4587Printed On: 8/3/2020
°0 1
Miles
5 Education Facilities
Priority Future Pedestrian Corridor
Existing
DUC
Future Priority Sidewalk Corridors
Map 3-1
Source: City of Auburn GIS Department
new
school
One side existing
both sides existing
Remove
purple Remove
Remove
label hemlock
Remove
remove
remove
Existing
trail
- Add existing trails
that connect roads
(not the small isolated
ones within the parks)
and replace "sidewalk"
layers by trails when
a trail is existing.
- Label street names
where a pedestrian
facility is existing or
planned.
- change to 3 colors to
show existing on one
side, existing on both
sides, or no sidewalk
Downtown Urban
Center (DUC) Zone
new school
add to future ped corridor
-Remove crossed out
section (outside city limits)
-Light green from S 304th
to S. 300th Pl
- dark green from S. 300th
to S 298th
- light green from S. 298th
to S. 296th
- pink from 296th to 292nd
- light green from 202nd to
288th
Existing trail
Existing
trail
EDITS PART 2/2
Page 154 of 172
TS18
TS18
A ST SEB ST NWAUBURN WAY
SI ST NEC ST SWM ST SEAUBURN WAY NR ST SE124TH AVE SEE MAIN STWESTVALLEYHWYN SE 304TH ST
C ST NWS 277TH ST
15TH ST SW
2ND ST E
STUCKRIVERDRSE
W MAIN ST
15TH ST NW 132ND AVE SELAKETAPPS PKWYSE
41 S T ST SE
29TH ST SE
SE 312TH ST
KERSEYWAY
S
E
SE 288TH ST
8TH ST NE
37TH ST NW
LAKELANDHILLSWAYSEO R A V ETZR D S E
25TH ST SE
EAST BLVD55TH AVE S56TH AVE SSE 320TH ST
D ST SE110TH AVE SE4TH ST SE 104THAVESEI ST NW51ST AVE SWESTVALLEYHWYSN ST NEW ST NWO ST NES 287TH ST
SCE
NICD
RSE118TH AVE SE112TH AVE SED ST NE58TH AVE SK ST SEEAST VALLEY HWY E4THSTSW
7TH ST SE T ST SEC ST SE57THPLSM ST NEH ST SEJOHNREDDINGTONRDN
E
FOSTER AVE SEB ST SE47T
H
STSE
56THSTSEU ST NWS 305TH ST
Auburn Ave130TH AVE SE35THWAYSER ST NW26TH ST SE
SE318THWAY
SE 323RD PL
17TH ST S
E
SE 301ST ST
36THSTSE
50TH ST NE
64TH ST SE
A S TE
108TH AV ESESE304T HWAY
SE 298TH PL
22ND ST SE
42ND ST NW
S 292ND ST
SE 282ND ST
51STSTSE
SE 286TH ST
V CT SE32ND ST SE
42ND ST NE
73RD ST SE PEARL AVE SESE 285TH ST
62ND ST SE
SE 307TH PL
65TH ST SEA ST SE51ST AVE SMUCKLESHOOT
CASINO
MUCKLESHOOT
CASINO
TS167
TS167
THE
OUTLET
COLLECTION
THE
OUTLET
COLLECTION
Auburn Transportation Plan
Map ID: 4604Printed On: 10/14/2019
°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 Department
show connection berween
these roadways.
Complete
Complete
Future non-motorized
facility - dashed
brown line for west
side of A St SE from
6th to 41st
Ex. Trailhead
Ex trail head.
Ex Trailhead
Complete
Page 155 of 172
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INTERURBAN TRAILMAIN ST CONNECTORA/B STREET CORRIDOR124TH AVE SE CORRIDORGREEN RIVER ROAD CORRIDORLEA HILL CONNECTOR
STEWART/LAKE TAPPS CONNECTORSOUTH AUBURN M STREET SE CORRIDORWEST VALLEY CORRIDORA ST
SE
AND
LAKELAND
H
ILLS
CORR
IDOR
NORTH 37TH ST NW AND WEST HILL CONNECTOR
NORTH AUBURN R STREET NE / I STREET NE CORRIDORRIV
E
R
W
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K
-
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N
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A
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S
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P
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S
C
O
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I
D
O
RC STREET TRAIL AND 15TH ST SW CORRIDORTS18
TS18
TS167
TS167
A ST SEAUBURNWAYSB ST NWC ST SWISTNEM ST SEAUBURN WAY NR ST SE124TH AVE SE132ND AVE SEE MAIN STWESTVALLEYHWYN SE 304TH ST
S 277TH ST
C ST NW15TH ST SW
2ND ST E
STUCK RIVER DR S E
W MAIN ST
15TH ST NW
LAKE T A P PSPKW Y S E4 1STSTS E
29TH ST SE
SE 312TH ST
51ST AVE SKERSEYWAYSE
SE 288TH ST
8TH ST NE
ORAVETZRDSE25TH ST SE
EAST BLVDSE 320TH ST
D ST SE110TH AVE SE4TH ST SE 104TH AVE SEI ST NWWESTVALLEYHWYSSE 299TH ST
N ST NEW ST NWOSTNE37TH ST NE
S 287TH ST
56TH AVE SSCENICD
R
S
E118TH AVE SESE 316TH ST
AUBURN-BLACKDIAMOND RD SED ST NE112TH AVE SEACADEMYDRSE
P
E
A
S
LEYCA
N
Y
O
N
RDS
EAST VALLEY HWY E4TH ST SW
8TH ST SE
C ST SEM ST NEJOHNREDDINGTONRDNEH ST SEB ST SEFOSTER AVE SE47THST S E
56TH ST SE
S 305TH ST57TH PLS130TH AVE SE35T H W A Y S ER ST NWBSTNESE 323RD PL
17TH ST SE
50TH ST NE
64TH ST SEV ST NW21ST S T N E 108THAVESE23R D ST S E
36 T H S TSE42ND ST NW
S 292ND ST
SE 282ND ST
O ST SE5 1 S T S T S E
SE 286TH ST
72ND ST SE
2ND ST SE
PEARL AVE SE62ND ST SE
SE 307TH PL
J ST NEK ST NE5 7 T H D R S E
S 324TH ST
FIR ST SE43RD ST NE
A ST SEM U C K L E S H O O T
M U C K L E S H O O TC A S I N O
C A S I N OT H E
T H E
O U T L E T
O U T L E T
C O L L E C T I O N
C O L L E C T I O N
K E N T
K E N T
P I E R C E
P I E R C EC O U N T Y
C O U N T Y
K I N G
K I N GC O U N T Y
C O U N T Y
PA C I F I C
PA C I F I C
S U M N E R
S U M N E R
E D G E W O O D
E D G E W O O D
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A L G O N A
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B.P.A Powerline Right of
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B.P.A Po
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ay
VALENTINEToToF l a m i n g
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EMERALDDOWNS
AUBURNDOWNTOWN
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AUBURNGOLFCOURSEBRANNAN PARK
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ToToK e n t
K e n t@ ToToK e n t
K e n t@
@
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@ToToF e d e r a l
F e d e r a l Wa y
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@ToToF e d e r a l
F e d e r a l Wa y
Wa y
@ToToF e d e r a l
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@ToToM i l t o n
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@ToToS u m n e r
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B o n n e yL a k e
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@
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@
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GRCC
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MUCKLESHOOTCASINO
PACIFICRACEWAYS
INTERURBAN TRAILINTERURBAN TRAILToToK e n t
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RecommendedUphill Route
AUBURNENVIRONMENTALPARK
Auburn Transportation Plan
Map ID: 4593Printed On: 10/6/2015
°0 1
Miles
Connectors
Corridors
Interurban Trail
City of Auburn
Bicycle Corridors and Connectors
Map 3-3
Source: City of Auburn GIS Department
Focus Area
NO CHANGE
Page 156 of 172
^_
TS18
TS18
TS167
TS167
MUCKLESHOOT
CASINO
MUCKLESHOOT
CASINO
THE
OUTLET
COLLECTION
THE
OUTLET
COLLECTION
A ST SEB ST NWAUBURN WAY
SI ST NEC ST SWM ST SEAUBURN WAY NR ST SE124TH AVE SEE MAIN STWESTVALLEYHWYN SE 304TH ST
C ST NWS 277TH ST
15TH ST SW
2ND ST E
STUCKRIVERDRSE
W MAIN ST
15TH ST NW 132ND AVE SELAKETAPPS PKWYSE
41 ST ST SE
29TH ST SE
SE 312TH ST
KERSEYWAY
S
E
SE 288TH ST
8TH ST NE
37TH ST NW
LAKELANDHILLSWAYSEO R A V ETZRD S E
25TH ST SE
EAST BLVD55TH AVE S56TH AVE SSE 320TH ST
D ST SE110TH AVE SE4TH ST SE 104THAVESEI ST NW51ST AVE SWESTVALLEYHWYSN ST NEW ST NWO ST NES 287TH ST
SCE
NICD
RSE118TH AVE SE112TH AVE SED ST NE58TH AVE SK ST SEEAST VALLEY HWY E4THSTSW
7TH ST SE T ST SEC ST SE57THPLSM ST NEH ST SEJOHNREDDINGTONRDN
E
FOSTER AVE SEB ST SE47T
HSTSE
56THSTSEU ST NWS 305TH ST
Auburn Ave35THWAYSER ST NW130TH AVE SE26TH ST SE
SE318THWAY
SE 323RD PL
17TH ST S
E
36THST SE
50TH ST NE
64TH ST SE
A S TE
108TH
A
V ESESE304T HWAY
SE 298TH PL
42ND ST NW
S 292ND ST
SE 282ND ST
51STSTSE
SE 286TH ST
V CT SE32ND ST SE
42ND ST NE
73RD ST SE PEARL AVE SESE 285TH ST
62ND ST SE
SE 307TH PL
21ST ST SE
65TH ST SEA ST SE51ST AVE SAuburn Transportation Plan
Map ID: 4510Printed On: 10/14/2019
°0 1
Miles
^_Auburn Transit Station
Park & Ride
Metro Transit Routes
Pierce Transit Routes
Sound Transit Routes
Muckleshoot Shuttle Routes
Auburn Transit Routes
and Transit Dependent Areas
Map 4-1
Source: City of Auburn GIS Department
")164
")181
")181
")910
")180
")952
")566
")566
")578")181
")917
")180
")497
")917
")578
")497
")186/915
")910
")MIT
Shuttle
Remove Rt 910
Edit Rt 180
Edit Rt 917
Rt 186/915 becomes 915 only
(Will send data separately)
Page 157 of 172
^_
TS18
TS18
MUCKLESHOOT
CASINO
MUCKLESHOOT
CASINO
THE
OUTLET
COLLECTION
THE
OUTLET
COLLECTION
TS167
TS167
A ST SEB ST NWAUBURN WAY
SI ST NEC ST SWM ST SEAUBURN WAY NR ST SE124TH AVE SEE MAIN STWESTVALLEYHWYN SE 304TH ST
C ST NWS 277TH ST
15TH ST SW
2ND ST E
STUCKRIVERDRSE
W MAIN ST
15TH ST NW 132ND AVE SELAKETAPPS PKWYSE
41 ST ST SE
29TH ST SE
SE 312TH ST
KERSEYWAY
S
E
SE 288TH ST
8TH ST NE
37TH ST NW
LAKELANDHILLSWAYSEO R A V ETZRD S E
25TH ST SE
EAST BLVD55TH AVE S56TH AVE SSE 320TH ST
D ST SE110TH AVE SE4TH ST SE 104THAVESEI ST NW51ST AVE SWESTVALLEYHWYSN ST NEW ST NWO ST NES 287TH ST
SCE
NICD
RSE118TH AVE SE112TH AVE SED ST NE58TH AVE SK ST SEEAST VALLEY HWY E4THSTSW
7TH ST SE T ST SEC ST SE57THPLSM ST NEH ST SEJOHNREDDINGTONRDN
E
FOSTER AVE SEB ST SE47T
HSTSE
56THSTSEU ST NWS 305TH ST
Auburn Ave35THWAYSER ST NW130TH AVE SE26TH ST SE
SE318THWAY
SE 323RD PL
17TH ST S
E
36THST SE
50TH ST NE
64TH ST SE
A S TE
108THAV ESESE304T HWAY
SE 298TH PL
42ND ST NW
S 292ND ST
SE 282ND ST
51STSTSE
SE 286TH ST
V CT SE32ND ST SE
42ND ST NE
73RD ST SE PEARL AVE SESE 285TH ST
62ND ST SE
SE 307TH PL
21ST ST SE
65TH ST SEA ST SE51ST AVE SAuburn Transportation Plan
Map ID: 4684Printed On: 10/14/2019
°0 1
Miles
^_Auburn Transit Station
Park & Ride
Transit Dependent Areas
Metro Transit Routes
Pierce Transit Routes
Sound Transit Routes
Muckleshoot Shuttle Routes
Auburn Transit Routes
and Transit Dependent Areas
Map 4-2
Source: City of Auburn GIS Department
")164
")181
")181
")910
")180
")952
")566
")566
")578")181
")917
")180
")497
")917
")578
")497
")186/915
")910
")MIT
Shuttle
Edit to match new Metro route numbers
and alignment based on RKAAMP,
which begin in September 2020
Remove Rt 910
Edit Rt 180
Edit Rt 917
Rt 186/915 becomes 915 only
(Will send data separately)
Page 158 of 172
City of Auburn
APPENDIX B
Comprehensive Transportation Plan Maps
Page 159 of 172
PART 2 – FINAL MAPS
Page 160 of 172
TS18
TS18
TS167
TS167
A ST SEB ST NWAUBURN WAY
SI ST NEC ST SWM ST SEAUBURN WAY NR ST SE124TH AVE SEE MAIN STWESTVALLEYHWYN SE 304TH ST
C ST NWS 277TH ST
15TH ST SW
2ND ST E
STUCKRIVERDRSE
W MAIN ST
15TH ST NW 132ND AVE SELAKETAPPS PKWYSE
41 S T ST SE
29TH ST SE
SE 312TH ST
KERSEYWAY
S
E
SE 288TH ST
8TH ST NE
37TH ST NW
LAKELANDHILLSWAYSEO R A V ETZR D S E
25TH ST SE
EAST BLVD55TH AVE S56TH AVE SSE 320TH ST
D ST SE110TH AVE SE4TH ST SE 104THAVESEI ST NW51ST AVE SWESTVALLEYHWYSN ST NEW ST NWO ST NESCE
NICD
RSES 287TH ST
112TH AVE SED ST NE58TH AVE SK ST SEEAST VALLEY HWY E4THSTSW
7TH ST SE T ST SEC ST SE57THPLSM ST NEH ST SEJOHNREDDINGTONRDN
E
FOSTER AVE SEB ST SE47T
H
STSE
56THSTSEU ST NWS 305TH ST
130TH AVE SE35THWAYSER ST NW26TH ST SEB ST NESE318THWAY
SE 323RD PL
17TH ST S
E
SE 301ST ST
36THSTSE
50TH ST NE
64TH ST SE
A S TE
108TH AV ESESE304T HWAY
SE 298TH PL
22ND ST SE
42ND ST NW
S 292ND ST
SE 282ND ST
51STSTSE
SE 286TH ST
V CT SE32ND ST SE
42ND ST NE
73RD ST SE PEARL AVE SESE 285TH ST
62ND ST SE
SE 307TH PL118TH AVE SE65TH ST SEA ST SE51ST AVE SMUCKLESHOOT
CASINO
MUCKLESHOOT
CASINO
THE
OUTLET
COLLECTION
THE
OUTLET
COLLECTION
Auburn Transportation Plan
Map ID: 4609Printed On: 7/24/2020
°0 1
Miles
City of Auburn
Highway
Principal Arterial
Future Principal Arterial
Minor Arterial
Future Minor Arterial
Residential Collector
Future Residential Collector
Non Residential Collector
Future Non Resident Collector
Rustic Collector
Local
Private
Functional Roadway Classification
Map 2-1
Source: City of Auburn GIS Department
Page 161 of 172
.-14,478.-2,900.-7,095.-2,815.-87,550.-19,608 .-4,237.-1
4
,
2
8
7
.-35,58
3
.-18
,
9
9
9.-540.-3,89
0
.-8,593.-27,204.-1,638.-2,881.-6,161.-1,548.-4,517.-10,444.-5,844
.-12,
0
4
9.-9,450.-23,813.-9,482.-24,792.-9,675.-1,303.-26,293.-18,888.-22,447.-318,790
.-22,172
.-33,290
.-17,834.-19,500.-5,113.-7,866.-8,525.-18,009
.-5,212
.-4,146 .-7,959.-12,177
.-6,500
.-3
5
0
,
2
4
0
.-6,980.-2
5
,
1
4
5
.-2,616
.-12,894.-2,270.-10,950.-4,804
.-24,921.-20,329
.-26,027.-25,159
.-17,613.-21,818.-5,509.-4,612.-4,907.-3,580
.-2,321.-15,503
.-7,380
.-11,098.-3,179 .-9,147.-2,126
.-4,114
.-22,510
.-15,295.-9,892.-30,760
.-25,865.-2
1
,
1
5
7 .-6,191.-9,054.-28,701.-3,905.-3,311
.-14,455
.-3,817 .-6,072.-6,828 .-12,455.-4,218
.-27,785
.-8,207.-20,333.-9,415.-21,113.-22,540.-5
,714.-12,618.-5,941
.-2,498
.-5,738
.-8,807
.-5,276
.-24,294
.-18,749.-6,812.-22,503
.-5,250.-32,300.-10,391.-6,086
.-9,644
.-3,519
.-6,576
.-2,881.-3,580
TS18
TS18
TS167
TS167
A ST SEB ST NWI ST NEA
U
B
U
R
N
W
A
Y
S
C ST SWM ST SER ST SE124TH AVE SEE MAIN ST
SE 304TH ST
S 277TH ST
C ST NW15TH ST SW
STUCK RIVER DR S E
2ND ST E
W MAIN ST 132ND AVE SEL
A
KE
TAPPSPK WY S E
4 1 STST S E
29TH ST SE
SE 312TH ST
SE 288TH ST
8TH ST NE
37TH ST NW
L
A
K
E
L
A
N
D
H
IL
L
SWAYSE25TH ST SE
EAST BLVD55TH AVE S56TH AVE SD ST SE110TH AVE SE4TH ST SE104THAVESEI ST NW51ST AVE SN ST NEW ST NWSCENIC
D
R
SES 287TH ST
118TH AVE SED ST NE112TH AVE SE58TH AVE S4TH ST NE
K ST SE4TH ST SW
7TH ST SE
6 7 T H S T SEM ST NEJOHNREDDINGTONRDNEH ST SEFOSTER AVE SE47TH ST S E
56TH ST SEUSTNW 35T H W A Y S ER ST NW26TH ST SE
SE 323RD PL
17TH ST S
E
3 6 T H S T S E
64TH ST SE50THSTSE AST E
21ST ST N E1 08TH AVESES 297TH
P
L
S 31 8TH ST
22ND ST SEE ST NES 292ND ST
O ST SEV CT SE42ND ST NE
73RD ST SE
SE 285TH ST
PEARL AVE SE62ND ST SE
SE 307TH PL
49TH ST N
E
S 303RD PL
22ND ST NW K ST NE19TH ST SE
65TH ST SE
SE 315TH PL108THAVESE104TH AVE SEA ST SET H E
T H E
O U T L E T
O U T L E T
C O L L E C T I O N
C O L L E C T I O N
Auburn Transportation Plan
Map ID: 4592Printed On: 7/21/2020
°0 1
Miles
Parks
City of Auburn
100-999
1,000-9,999
10,000+
Average Daily Traffic Volumes (2019)
Map 2-2
Source: City of Auburn GIS Department
Page 162 of 172
TS18
TS18
TS167
TS167
A ST SEB ST NWAUBURN WAY
SI ST NEC ST SWM ST SEAUBURN WAY NR ST SE124TH AVE SEE MAIN STWESTVALLEYHWYN SE 304TH ST
C ST NWS 277TH ST
15TH ST SW
2ND ST E
STUCKRIVERDRSE
W MAIN ST
15TH ST NW 132ND AVE SELAKETAPPS PKWYSE
41 S T ST SE
29TH ST SE
SE 312TH ST
KERSEYWAY
S
E
SE 288TH ST
8TH ST NE
37TH ST NW
LAKELANDHILLSWAYSEO R A V ETZR D S E
25TH ST SE
EAST BLVD55TH AVE S56TH AVE SSE 320TH ST
D ST SE110TH AVE SE4TH ST SE 104THAVESEI ST NW51ST AVE SWESTVALLEYHWYSN ST NEW ST NWO ST NES 287TH ST
SCE
NICD
RSE118TH AVE SE112TH AVE SED ST NE58TH AVE SK ST SEEAST VALLEY HWY E4THSTSW
7TH ST SE T ST SEC ST SE57THPLSM ST NEH ST SEJOHNREDDINGTONRDN
E
FOSTER AVE SEB ST SE47T
H
STSE
56THSTSEU ST NWS 305TH ST
Auburn Ave130TH AVE SE35THWAYSER ST NW26TH ST SE
SE318THWAY
SE 323RD PL
17TH ST S
E
SE 301ST ST
36THSTSE
50TH ST NE
64TH ST SE
A S TE
108TH AV ESESE304T HWAY
SE 298TH PL
22ND ST SE
42ND ST NW
S 292ND ST
SE 282ND ST
51STSTSE
SE 286TH ST
V CT SE32ND ST SE
42ND ST NE
73RD ST SE PEARL AVE SESE 285TH ST
62ND ST SE
SE 307TH PL
65TH ST SEA ST SE51ST AVE SMUCKLESHOOT
CASINO
MUCKLESHOOT
CASINO
THE
OUTLET
COLLECTION
THE
OUTLET
COLLECTION
Auburn Transportation Plan
Map ID: 4681Printed On: 10/18/2019
°0 1
Miles
Truck Routes
Map 2-3
Source: City of Auburn GIS Department
Priority 2 WSDOT
Parks
City of Auburn
Priority 1
Current Local Truck Routes
Future Local Truck Route
Current Through Truck Route
Future Through Truck Route
Current Local Truck Route
Future Local Truck Route
Page 163 of 172
TS18
TS18
TS167
TS167
A ST SEB ST NWI ST NEA
U
B
U
R
N
W
A
Y
S
C ST SWM ST SEAUBURN WAY NR ST SE124TH AVE SEE MAIN STWESTVALLEYHWYN SE 304TH ST
S 277TH ST
C ST NW15TH ST SW
STUCK RIVER DR S E
2ND ST E
W MAIN ST
15TH ST NW 132ND AVE SELAKE T A P P S P K W Y S E
4 1 STST S E
29TH ST SE
SE 312TH ST
K
E
R
S
E
Y
W
AYSE
SE 288TH ST
8TH ST NE
37TH ST NW
L
A
K
E
L
ANDHI
LLSWAYSEORAVETZRDSE25TH ST SE
EAST BLVD55TH AVE SSE 320TH ST
56TH AVE SD ST SE110TH AVE SE4TH ST SE 104THAVESEI ST NW51ST AVE SWESTVALLEYHWYSN ST NEW ST NWO ST NESCENIC
D
R
SES 287TH ST
118TH AVE SED ST NE112TH AVE SE58TH AVE SK ST SEEAST VALLEY HWY E4TH ST SW
8TH ST SE T ST SE57THPLSM ST NEJOHNREDDINGTONRDNEH ST SEB ST SEFOSTER AVE SE47TH ST S E
56TH ST SERIVERDRSES305THSTU ST NW130TH AVE SE35 T H W A Y S ER ST NW26TH ST SEB ST NESE 323RD PL
17TH ST S
E
S E 3 1 8 T H W A Y
3 6 T H S T S E
50TH ST NE
64TH ST SE AST ESE304THWAY108THAVESE22ND ST SE
42ND ST NW
S 292ND ST
SE 282ND ST
SE 286TH ST
V CT SE32ND ST SE
42ND ST NE
73RD ST SE
SE 285TH ST
PEARL AVE SE62ND ST SE
SE 307TH PL
65TH ST SEA ST SE51ST AVE ST H E
T H E
O U T L E T
O U T L E T
C O L L E C T I O N
C O L L E C T I O N
Auburn Transportation Plan
Map ID: 4588Printed On: 7/21/2020
°0 1
Miles
City of Auburn
T1 (Over 10,000)
T2 (4,000 - 10,000)
T3 (300 - 4,000)
T4 (100 - 300)
T5 (Over 20 in 60 Days)
Freight Routes Classification MapClass T-1 to T-5Annual Tons (in thousands)
Map 2-4
Source: City of Auburn GIS Department
Page 164 of 172
")10")4
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TS18
TS18
TS167
TS167
A ST SEB ST NWAU
B
U
R
N
W
A
Y
S
C ST SWI ST NEM ST SEAUBURN WAY N124TH AVE SER ST SE132ND AVE SEE MAIN STWESTVALLEYHWYN SE 304TH ST
S 277TH ST
C ST NW15TH ST SW
2ND ST E
STUCK RIVER DR S E
W MAIN ST
15TH ST NW
LAKE T A P PSPKW Y S E4 1STSTS E
29TH ST SE
SE 312TH ST
51ST AVE SK
ER
SEYWAYSE
SE 288TH ST
8TH ST NE
37TH ST NW
ORAVETZRDSE25TH ST SE
EAST BLVDSE 320TH ST
D ST SE110TH AVE SE4TH ST SE 104THAVESEI ST NWSE 299TH ST
N ST NEW ST NWO ST
NE
37TH ST NE
S 287TH ST
56TH AVE SSCENIC
D
R
S
E118TH AVE SESE 316TH ST
321ST ST S
AUBURN-BLACKDIAMOND RD SED ST NE112TH AVE SEACADEMYDRSEK ST SEEAST VALLEY HWY E4TH ST SW
7TH ST SE
67TH S T SELSTSEC ST SEJOHNREDDINGTONRDNEB ST SEFOSTER AVE SE52ND AVE S47THST S E
56TH ST SE57THPLSSE290TH ST
130TH AVE SE35T H W A Y S ER ST NW26TH ST SEBSTNE SE 323RD PL
17TH ST SE
3 6 T H S T SE50TH S T N E
6 4 T H S T S EV ST NWAST ESE304THWAY108THAVESE31ST ST SE
22ND ST SEE ST NE42ND ST NW
S 292ND ST
SE 282ND ST
SE295TH ST
5 1 S T S T S E
SE 286TH ST
V CT SE72ND ST SE
42ND ST NE
2ND ST SE
PEARL AVE SESE 307TH PL
K ST NE5 7 T H D R S E
S 324TH ST F ST NE56THAV
E
S
64TH ST SE
SE 282ND ST
OSTNERSTSEA ST SEM U C K L E S H O O T
M U C K L E S H O O TC A S I N O
C A S I N O
T H E
T H E
O U T L E T
O U T L E T
C O L L E C T I O N
C O L L E C T I O N
Auburn Transportation Plan
Map ID: 4603Printed On: 10/8/2015
°0 1
Miles
Corridor Sections
City of Auburn
Auburn LOS Corridors
Map 2-5
Source: City of Auburn GIS Department
Page 165 of 172
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TS18
TS18
TS167
TS167
A ST SEB ST NWI ST NEA
U
B
U
R
N
W
A
Y
S
C ST SWM ST SEAUBURN WAY NR ST SE124TH AVE SEE MAIN STWESTVALLEYHWYN SE 304TH ST
S 277TH ST
C ST NW15TH ST SW
STUCK RIVER DR S E
2ND ST E
W MAIN ST
15TH ST NW 132ND AVE SELAKE T A P P S P K W Y S E
4 1STST S E
29TH ST SE
SE 312TH ST
K
E
R
S
E
Y
W
AYSE
SE 288TH ST
8TH ST NE
37TH ST NW
L
A
K
E
L
ANDHI
LLSWAYSEORAVETZRDSE25TH ST SE
EAST BLVD55TH AVE SSE 320TH ST
56TH AVE SD ST SE110TH AVE SE4TH ST SE 104THAVESEI ST NW51ST AVE SWESTVALLEYHWYSN ST NEW ST NWO ST NESCENIC
D
R
SES 287TH ST D ST NE112TH AVE SE58TH AVE SK ST SEEAST VALLEY HWY E4TH ST SW
8TH ST SE T ST SE57THPLSM ST NEJOHNREDDINGTONRDNEH ST SEB ST SEFOSTER AVE SE47TH ST S E
56TH ST SERIVERDRSES 305TH ST U ST NW130TH AVE SE35T H W A Y S ER ST NW26TH ST SEB ST NESE 323RD PL
17TH ST S
E
S E 3 1 8 T H W A Y
3 6 T H S T S E
50TH ST NE
64TH ST SE AST ESE304THWAY108THAVESE SE 298TH PL
22ND ST SE
42ND ST NW
S 292ND ST
SE 282ND ST
5 1 S T S T S E
SE 286TH ST
V CT SE32ND ST SE
72ND ST SE
42ND ST NE SE 285TH ST
PEARL AVE SE62ND ST SE
SE 307TH PL118TH AVE SE65TH ST SE51ST AVE ST H E
T H E
O U T L E T
O U T L E T
C O L L E C T I O N
C O L L E C T I O N
Auburn Transportation Plan
Map ID: 4589Printed On: 7/28/2020
°0 1
Miles
City of Auburn
")V Future Variable Message
")V Existing Variable Message
!(City Signal XWPED Signal
")County Signal
!.WSDOT
ITS Copper
ITS Fiber
Future ITS Corridor
Intelligent Transportation Systems
Map 2-7
Source: City of Auburn GIS Department
Page 166 of 172
T H E
T H E
O U T L E T
O U T L E T
C O L L E C T I O N
C O L L E C T I O N
M U C K L E S H O O T
M U C K L E S H O O T
C A S I N O
C A S I N O
A
U
BURNWA
Y
S
MONTEVISTADRSES 285TH ST
S 289TH PL
16TH
ST E
111TH
PL SEB ST SE9TH
ST SE
58TH
PL SE
20TH
ST NE
36TH
ST SE
HOPEAVE SE126THCT SE114THPL SE134TH CT SE
SE 301ST
WAY
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ST SE87TH AVE S57TH
AVE S 61ST AVE S122NDLN SE62ND
ST SE
U PL NE
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S 317TH ST 129THPL SE24TH
ST SE PIKEST NE57THPL S21ST
ST NEL CT NE35TH
ST SE 120THCT SEF ST SE28TH
ST SE
30TH
ST NE
37THPLSES 284TH ST
S 318TH ST
59TH
ST SE
32ND
ST SE
18TH
ST NE
67TH
ST SE
55TH
ST SE26TH PL NEF CT SE55THPL SSE 290TH STO PL NES301S T S T
11TH
ST SE
SE 291ST ST
23RD
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V CT SE37TH
ST SE57THPL SV ST NE54THAVE S2 1 S T
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E2ND ST E
S 336TH PL
51ST
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B ST NWSE 322ND PL
S 29 8 TH P LQ ST NE3RD
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47THAVE S15TH
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28TH
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127THPL SE108THAVE SE121ST PL SE121ST
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296TH PL
S 320TH ST 112THAVE SEHAZELLOOP SESE 306TH ST
17 TH
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F ST SWIPLNE43RD
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6
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8TH
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55TH AVE S56THAVE S129THPL SERIVERDR SEPOPLARST SEW ST NWO ST SE118THAVE SEN ST SE59THAVE S29TH
S T NW
122NDPL SESE 309TH ST
52NDAVE SSE 326TH ST
33RD ST SE
32ND
ST NE
11TH
ST SET STNW8TH
ST SE
S 321ST ST
V PL SE58THAVE SD PL SE
19TH
ST SE
67THCT SE61ST AVE S54THCTS35TH
ST NEB STNWS 329TH PL
S 328TH ST
63RDPLSE100THAVE SEJORDANAVE SE33RD
ST SE
SE 308TH
P
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57TH
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27TH ST SE GINKGOSTSE36THSTSE56TH
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ST SE
14TH ST SE
SE295TH ST
C STNWG STNW10TH
ST NE
53RD
ST SE
13TH ST SE
6TH
ST NE
1
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66TH
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ST SE K STNEW MAIN ST
12TH
ST NE
14TH
ST NW
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ST NE
B STSESE288TH PLI STNEG STSES 305TH ST
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TS167
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COMP-11
COMP-20
COMP-21
COMP-2
COMP-12
COMP-10
COMP-20
COMP-24
COMP-20
COMP-6
COMP-8
COMP-17
COMP-1
COMP-3
COMP-9
COMP-18
COMP-5
COMP-14 COMP-13
COMP-25
COMP-7
COMP-22
COMP-23
COMP-19
COMP-4
Auburn Transportation Plan
Map ID: 6184Printed On: 8/14/2020
°0 1
Miles
Parks
City of Auburn
Comprehensive Plan Projects
Comprehensive Plan Projects
Source: City of Auburn GIS Department
COMP-15
Map 2-8
Page 167 of 172
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A ST SEB ST NWAUBURN WAY
SC ST SWI ST NEM ST SEAUBURN WAY NR ST SE124TH AVE SEWEST VALLEY HWY NC ST NW15TH ST SW
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15TH ST NW
LAKETAPPS PKWYSE
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TS18
MUCKLESHOOT
CASINO
MUCKLESHOOT
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TS167
TS167
THE
OUTLET
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THE
OUTLET
COLLECTION
Auburn Transportation Plan
Map ID: 4587Printed On: 8/18/2020
°0 1
Miles
5 Education Facilities
Existing Sidewalk on One Side
Existing Sidewalk on Both Sides
Future Pedestrian Corridors
Multi-Use Trail
Downtown Urban Center (DUC) Zone
Future Priority Sidewalk Corridors
Map 3-1
Source: City of Auburn GIS Department
Page 168 of 172
TS18
TS18
A ST SEB ST NWI ST NEA
U
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N
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A
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C ST SWM ST SEAUBURN WAY NR ST SE124TH AVE SEE MAIN STWESTVALLEYHWYN SE 304TH ST
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STUCK RIVER DR S E
2ND ST E
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8TH ST NE
37TH ST NW
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42ND ST NW
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SE 286TH ST
V CT SE32ND ST SE
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73RD ST SE
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PEARL AVE SE62ND ST SE
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TS167
T H E
T H E
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O U T L E T
C O L L E C T I O N
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 Department
Page 169 of 172
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K e n t@
@
ToToK e n t
K e n t&&S e a t t l e
S e a t t l e@
@ToToF e d e r a l
F e d e r a l Wa y
Wa y
@ToToF e d e r a l
F e d e r a l Wa y
Wa y
@ToToF e d e r a l
F e d e r a l Wa y
Wa y
@ToToE d g e w o o d
E d g e w o o d
@ToToM i l t o n
M i l t o n
@To
To Ta c o m a
Ta c o m a
@ToToS u m n e r
S u m n e r&&P u y a l l u p
P u y a l l u p
@ToToS u m n e r
S u m n e r&&B o n n e y
B o n n e yL a k e
L a k e @ToToB o n n e y
B o n n e yL a k e
L a k e
@
ToToE n u m c l a w
E n u m c l a w
ToToB l a c k
B l a c kD i a m o n d
D i a m o n d
@
ToToP a c i f i c
P a c i f i cR a c e w a y s
R a c e w a y s
@
GRCC
GAMEFARMPARK
MUCKLESHOOTCASINO
PACIFICRACEWAYS
INTERURBAN TRAILINTERURBAN TRAILToToK e n t
K e n t@
RecommendedUphill Route
AUBURNENVIRONMENTALPARK
Auburn Transportation Plan
Map ID: 4593Printed On: 10/6/2015
°0 1
Miles
Connectors
Corridors
Interurban Trail
City of Auburn
Bicycle Corridors and Connectors
Map 3-3
Source: City of Auburn GIS Department
Focus Area
Page 170 of 172
^_
TS18
TS18
TS167
TS167
MUCKLESHOOT
CASINO
MUCKLESHOOT
CASINO
THE
OUTLET
COLLECTION
THE
OUTLET
COLLECTION
A ST SEB ST NWAUBURN WAY
SI ST NEC ST SWM ST SEAUBURN WAY NR ST SE124TH AVE SEE MAIN STWESTVALLEYHWYN SE 304TH ST
C ST NWS 277TH ST
15TH ST SW
2ND ST E
STUCKRIVERDRSE
W MAIN ST
15TH ST NW 132ND AVE SELAKETAPPS PKWYSE
41 ST ST SE
29TH ST SE
SE 312TH ST
KERSEYWAY
S
E
SE 288TH ST
8TH ST NE
37TH ST NW
LAKELANDHILLSWAYSEO R A V ETZRD S E
25TH ST SE
EAST BLVD55TH AVE S56TH AVE SSE 320TH ST
D ST SE110TH AVE SE4TH ST SE 104THAVESEI ST NW51ST AVE SWESTVALLEYHWYSN ST NEW ST NWO ST NESCE
NICD
RSES 287TH ST
118TH AVE SE112TH AVE SED ST NE58TH AVE SK ST SEEAST VALLEY HWY E4THSTSW
7TH ST SE T ST SEC ST SE57THPLSM ST NEH ST SEJOHNREDDINGTONRDN
E
FOSTER AVE SEB ST SE47T
HSTSE
56THSTSEU ST NWS 305TH ST
35THWAYSER ST NW130TH AVE SE26TH ST SEB ST NESE318THWAY
SE 323RD PL
17TH ST S
E
36THST SE
50TH ST NE
64TH ST SE
A S TE
108TH AV ESESE304T HWAY
SE 298TH PL
42ND ST NW
S 292ND ST
SE 282ND ST
51STSTSE
SE 286TH ST
V CT SE32ND ST SE
42ND ST NE
73RD ST SE PEARL AVE SESE 285TH ST
62ND ST SE
SE 307TH PL
21ST ST SE
65TH ST SEA ST SE51ST AVE SAuburn Transportation Plan
Map ID: 4510Printed On: 7/15/2020
°0 1
Miles
^_Auburn Transit Station
Park & Ride
Metro Transit Routes
Pierce Transit Routes
Sound Transit Routes
Muckleshoot Shuttle Routes
Auburn Transit Routes and
MIT Shuttle Route
Map 4-1
Source: City of Auburn GIS Department
")164
")181
")181
")160
")952
")566
")566
")578")181
")917
")180
")497
")917
")578
")497
")915")MIT
Shuttle
Page 171 of 172
^_
TS18
TS18
MUCKLESHOOT
CASINO
MUCKLESHOOT
CASINO
THE
OUTLET
COLLECTION
THE
OUTLET
COLLECTION
TS167
TS167
A ST SEB ST NWAUBURN WAY
SI ST NEC ST SWM ST SEAUBURN WAY NR ST SE124TH AVE SEE MAIN STWESTVALLEYHWYN SE 304TH ST
C ST NWS 277TH ST
15TH ST SW
2ND ST E
STUCKRIVERDRSE
W MAIN ST
15TH ST NW 132ND AVE SELAKETAPPS PKWYSE
41 ST ST SE
29TH ST SE
SE 312TH ST
KERSEYWAY
S
E
SE 288TH ST
8TH ST NE
37TH ST NW
LAKELANDHILLSWAYSEO R A V ETZRD S E
25TH ST SE
EAST BLVD55TH AVE S56TH AVE SSE 320TH ST
D ST SE110TH AVE SE4TH ST SE 104THAVESEI ST NW51ST AVE SWESTVALLEYHWYSN ST NEW ST NWO ST NESCE
NICD
RSES 287TH ST
118TH AVE SE112TH AVE SED ST NE58TH AVE SK ST SEEAST VALLEY HWY E4THSTSW
7TH ST SE T ST SEC ST SE57THPLSM ST NEH ST SEJOHNREDDINGTONRDN
E
FOSTER AVE SEB ST SE47T
HSTSE
56THSTSEU ST NWS 305TH ST
35THWAYSER ST NW130TH AVE SE26TH ST SEB ST NESE318THWAY
SE 323RD PL
17TH ST S
E
36THST SE
50TH ST NE
64TH ST SE
A S TE
108THAV ESESE304T HWAY
SE 298TH PL
42ND ST NW
S 292ND ST
SE 282ND ST
51STSTSE
SE 286TH ST
V CT SE32ND ST SE
42ND ST NE
73RD ST SE PEARL AVE SESE 285TH ST
62ND ST SE
SE 307TH PL
21ST ST SE
65TH ST SEA ST SE51ST AVE SAuburn Transportation Plan
Map ID: 4684Printed On: 7/15/2020
°0 1
Miles
^_Auburn Transit Station
Park & Ride
Transit Dependent Areas
Metro Transit Routes
Pierce Transit Routes
Sound Transit Routes
Muckleshoot Shuttle Routes
Auburn Transit Routes
and Transit Dependent Areas
Map 4-2
Source: City of Auburn GIS Department
")164
")181
")181
")160
")952
")566
")566
")578")181
")917
")184
")497
")917
")578
")497
")915
")MIT
Shuttle
Page 172 of 172