Loading...
The URL can be used to link to this page
Your browser does not support the video tag.
Home
My WebLink
About
09-23-2024 Agenda
�k AUBURN WASHI[vGTON CALL TO ORDER A. PUBLIC PARTICIPATION City Council Study Session PWCD SFA September 23, 2024 - 5:30 PM City Hall Council Chambers AGENDA Watch the meeting LIVE! Watch the meeting video Meeting videos are not available until 72 hours after the meeting has concluded. Public Participation The Auburn City Council Study Session Meeting scheduled for Monday, September 23, 2024 at 5:30 p.m. will be held in person and virtually. Virtual Participation Link: To view the meeting virtually please click the below link, or call into the meeting at the phone number listed below. The link to the Virtual Meeting is: https://www.youtube.com/user/watchauburn/live/?nomobile=1 To listen to the meeting by phone or Zoom, please call the below number or click the link: Telephone: 253 215 8782 Toll Free: 877 853 5257 Zoom: https:Hus06web.zoom.us/j/82300019985 11. AGENDA MODIFICATIONS 111. ANNOUNCEMENTS, REPORTS, AND PRESENTATIONS A. REDI Report Out IV. PUBLIC WORKS AND COMMUNITY DEVELOPMENT DISCUSSION ITEMS A. Comprehensive Sewer Plan (Gaub) (45 Minutes) B. Comprehensive Transportation Plan (Gaub) (45 Minutes) C. Ordinance No. 6958 (Gaub) (20 Minutes) An Ordinance providing for the Acquisition by Eminent Domain of property located near or adjacent to R Street SE within the City of Auburn, Washington for roadway widening and associated improvements for Project No. CP2116, R Street SE Widening — 22nd Street SE to 33rd Street SE; declaring Public Use and Necessity; and Providing for Severability and an Effective Date Page 1 of 505 V. AGENDA ITEMS FOR COUNCIL DISCUSSION A. Council Rules of Procedure (Council) (60 Minutes) VI. ADJOURNMENT Agendas and minutes are available to the public at the City Clerk's Office, on the City website (http.//www.auburnwa.gov), and via e-mail. Complete agenda packets are available for review at the City Clerk's Office. Page 2 of 505 CITT AUBURN* AGENDA BILL APPROVAL FORM WASHINGTON Agenda Subject: Comprehensive Sewer Plan (Laub) (45 Minutes) Department: Public Works Attachments: Presentation Draft 2024 Sewer Plan - Part 1 Draft 2024 Sewer Plan - Part 2 Draft 2024 Sewer Plan - Part 3 CoWrehensise Sewer Plan Appenclices Administrative Recommendation: For discussion only. Background for Motion: Background Summary: Date: September 17, 2024 Budget Impact: Current Budget: $0 Proposed Revision: $0 Revised Budget: $0 The sewer utility has prepared an update to the Comprehensive Sewer Plan (Plan) in coordination with the update of the City's overall Comprehensive Plan. This Plan is an update of the existing Comprehensive Sewer Plan previously adopted in 2015. The Plan's purpose is to guide the City with respect to future activities and improvements for the Sewer Utility. Council was first introduced to elements of the Plan at the April 10, 2023 Study Session in conjunction with a general overview of the City Comprehensive Plan Update. The draft policies contained within Chapter 3 of the Plan were then discussed with Council at the Study Session held on May 22, 2023 and a general overview of the Plan contents was discussed with Council at the Study Session held on April 1, 2024. Staff also presented the Plan to the Planning Commission on May 21, 2024 and on June 6, 2024, with the second meeting also serving as a Public Hearing. Following public comments on the Plan, staff then presented certain updates made to the Plan to Planning Commission on September 17, 2024, which followed with the Planning Commission recommendation of Plan to the City Council for approval. The Plan has also been submitted to the Washington State Department of Ecology (DOE) and to King County's Utilities Technical Review Committee (UTRC) for review. Following adoption by the City, the final Plan will be submitted to those agencies for final approval. The purpose of this discussion is to present Council with an overview of the Plan prior to the anticipated adoption of the Plan in conjunction with adoption of the 2024 City Comprehensive Plan. Reviewed by Council Committees: Page 3 of 505 Councilmember: Tracy Taylor Staff: Ingrid Gaub Meeting Date: September 23, 2024 Item Number: Page 4 of 505 ENGINEERING SERVICES A U B U R N VALUES 2024 COMPREHENSIVE SEWER PLAN OVERVIEW AND IS E R V,C E UPDATE I ENVIRONMENT E C O N O M Y BOB ELWELL, SEWER UTILITY ENGINEER c H A RAC T E R CITY COUNCIL STUDY SESSION I SUSTAINABILITY SEPTEMBER 23, 2024 ,WELLNESS CELEBRATION Auburn Comprehensive Plan Elements Core Plan (Community Development) ■ Land Use Element (Community Development) ■ Housing Element (Community Development) ■ Historic Preservation (Community Development) ■ Climate Change - NEW (Community Development) Economic Development (Community Development) ■ Capital Facilities Element (Public Works) ■ Transportation Element (Public Works) Utilities Element (Public Works) Parks and Recreation (Parks) IMAGINE AUBURN -COMPREHENSIVE PLAN UPDATE 2024- SERVICE . ENVIRONMENT . ECONOMY . CHARACTER . SUSTAINABILITY . WELLNESS . CELEBRATION 2 Page 6 of 505 Spring 2023 - Council Review of Goals and Policies IF- A& • Update Existing System Information • Update and Calibrate Hydraulic Model Fall 2023 - Complete Population/ Employment Projections P, • Future Flow Projections • Identify Future Capacity Issues • Plan for Future Projects and Assessments Spring 2024 - Planning Commission Review 1 • Other Agency Review • D.O.E. • King County U.T.R.C. • SEPA Review Fall 2024 - City Council Review and Adoption SERVICE . ENVIRONMENT . ECONOMY . CHARACTER . SUSTAINABILITY . WELLNESS . CELEBRATION 3 Page 7 of 505 Auburn Operates Collection System Auburn System Connects to King County Conveyance System King County Conveyance to Treatment Plant in Renton si ... - � Y � F pw.o• � Mr. cq �.w. ~ .s..rli SERVICE . ENVIRONMENT . ECONOMY . CHARACTER . SUSTAINABILITY . WELLNESS . CELEBRATION Page 8 of 505 Sanitary Sewer Service Area Generally follows City Limits Auburn provides service to several areas not within the City (KC, PC) Areas within City La ke h ave n WS D, Creek WSD Limits served by Kent, and Soos SERVICE . ENVIRONMENT . ECONOMY . CHARACTER . SUSTAINABILITY . WELLNESS . CELEBRATION 5 Page 9 of 505 ■Approximately 205 miles of Gravity Mains ■ 12,700 Service Connections 17 Sewer Utility Pump Stations Approximately 5 miles of Force Mains SERVICE . ENVIRONMENT . ECONOMY . CHARACTER . SUSTAINABILITY . WELLNESS . CELEBRATION Page 10 of 505 Chapter 1 Introduction and Background Explains need for updating the Plan Identifies Objectives Provides Background Utility Information Describes the Sanitary Sewer Service Area and Neighboring Service Areas SERVICE . ENVIRONMENT . ECONOMY . CHARACTER . SUSTAINABILITY . WELLNESS . CELEBRATION Page 11 of 505 RCW 90.48.110 and WAC 173-240-050 The Department of Ecology (DOE) is responsible for water pollution prevention and has authority over sewerage systems All sewage system improvement plans shall be submitted to the DOE for approval. The DOE may delegate plan approval responsibility if a municipality operates under an approved Sewer Plan. King County Code 13.24 Requires King County Council approval of any plans that include service in unincorporated King County. Adds additional requirements for Comprehensive Sewer Plans. SERVICE . ENVIRONMENT . ECONOMY . CHARACTER . SUSTAINABILITY . WELLNESS . CELEBRATION s Page 12 of 505 May 22, 2023 r,j • Sewer Policies - City Council Review & Discussion • Broad statements indicating a general aim or purpose to be achieved. Chapter 2 Wastewater System Policies Policies: •Topic -specific statement Service Area providing guidelines for current and future decision -making. System Planning • Indicates a clear commitment Operations and Maintenance of the local legislative body. Environmental Stewardship System Performance and Reliability Fiscal Responsibility SERVICE • ENVIRONMENT • ECONOMY • CHARACTER • SUSTAINABILITY • WELLNESS • CELEBRATION 9 Page 13 of 505 Policy 3.5 - Allow non -gravity services (e.g., grinder pumps, low-pressure force mains, or other on -site pumping facilities) in extenuating circumstances when service by gravity is infeasible, provided that the cost of installation, operation, and maintenance of a non -gravity system shall be borne by the property owner, community association, developer, etc. The City will evaluate applications for non -gravity services consistent with ACC 13.20.200. The City will not install, own, or maintain (outside of emergencies) any part of a private non -gravity system. (ACC 13.20.500 and 13.20.510). Policy 3.7 - Allow private sewer conveyance systems, consistent with Washington Administrative Code (WAC) 173-240-104(3)(b), within the SSSA as long as they are designed and operated per City standards and are not part of sewer extensions to other parcels. Multiple connections per parcel are allowed. (ACC13.20.500). SERVICE . ENVIRONMENT . ECONOMY . CHARACTER . SUSTAINABILITY . WELLNESS . CELEBRATION 1 0 Page 14 of 505 Chapter 3 Planning Considerations Information on Future Growth Improvements Projected and Capacity Discusses basis for flow projections Proposed Land Use Map SERVICE . ENVIRONMENT . ECONOMY . CHARACTER . SUSTAINABILITY . WELLNESS . CELEBRATION 11 Page 15 of 505 Chapter 4 Description of Existing System Description of the City's System Basins/Characteristics Pump Stations Siphons Pipe Material/Age • Description of King County System • Industrial Waste Discharges • �^Wxl Hill 1 �i '7 Sewer i Besln i Hie . yi..� •i Hill 5¢wpr �In C� Weci Hill �wer 3- _H_ ,ewer r llI�I 4. ' � ayhyrn Wry Sprth Sewel basin ! S 11, Hill I iWsl� .................... �.,..._-�....- SERVICE . ENVIRONMENT . ECONOMY . CHARACTER . SUSTAINABILITY . WELLNESS . CELEBRATION Page 16 of 505 Chapter 5 Wastewater System Analysis Existing System Evaluation Future System Evaluation Future System Evaluation Including Climate Change Identify Deficiencies for Capital Improvements SERVICE . ENVIRONMENT . ECONOMY . CHARACTER . SUSTAINABILITY . WELLNESS . CELEBRATION 13 Page 17 of 505 Chapter 5 Wastewater System Analysis Relatively Few Capacity Needs Focus on: System Repair and Replacement Inflow/Infiltration Analysis System Asset Inventory System Component Evaluations _- 'i -------------- SERVICE . ENVIRONMENT . ECONOMY . CHARACTER . SUSTAINABILITY . WELLNESS . CELEBRATION 14 Page 18 of 505 Inflow/Infiltration (1/1) Non -wastewater entering the syste m . • Observations/Inspections • Flow Measurement Measure flows in particular sewer mains and correlate to rainfall and seasonal groundwater Reduction Strategies RehabiIitiation/Replacement Construction Standards SERVICE . ENVIRONMENT . ECONOMY . CHARACTER . SUSTAINABILITY . WELLNESS . CELEBRATION 15 Page 19 of 505 System Inventory-GIS and Cartegraph Primarily mains, manholes, laterals (side sewers) Use "as -built" drawings, inspection records, field investigation Conducted by Public Works GIS staff in coordination with M&0 SERVICE . ENVIRONMENT . ECONOMY . CHARACTER . SUSTAINABILITY . WELLNESS . CELEBRATION 16 Page 20 of 505 System Component Evaluations CCTV Inspections-NASSCO Scoring system Siphon Evaluation Side Sewer Evaluations Large Diameter Pipe Inspections Pump Station Assessment SERVICE . ENVIRONMENT . ECONOMY . CHARACTER . SUSTAINABILITY . WELLNESS . CELEBRATION Page 21 of 505 Chapter 6 Maintenance and Operations Organization Overview and Responsibilities System Operations Fats, Oils, and Grease (FOG) Reduction Program Staffing Requirements FOG Accumulated in a Manhole Channel n u FOG Prevention g Brochure — ` Provided to Food Service AUBURN Establishments V.'.i{lil Vlil{lh QV of nyL[u'o. Weslriopmo e5 , [ m-m A, Avhom Wn !VKout 753'931300 SERVICE . ENVIRONMENT . ECONOMY . CHARACTER . SUSTAINABILITY . WELLNESS . CELEBRATION 18 Page 22 of 505 Chapter 6 Maintenance Maintenance Progri Pump Stations Mainlines Inspection Program Closed Circuit 1 Manhole Inspei Side Sewer Insl SERVICE . ENVIRONMENT . ECONOMY . CHARACTER . SUSTAINABILITY . WELLNESS . CELEBRATION 19 Page 23 of 505 Chapter 7 Capital Improvements Plan Capital Improvement Needs High Level Costs Includes System Evaluations Pump Stations Large Diameter Pipes Siphons Side Sewers SERVICE . ENVIRONMENT . ECONOMY . CHARACTER . SUSTAINABILITY . WELLNESS . CELEBRATION 20 Page 24 of 505 Chapter 7 Capital Improvements Plan 1 4D 0 Sareary Sewer Repair and RepiacemenVSystern Improvernents 2 10 $treat Ubldy Improyeawts 3 0 S de Sewer Inspectons 4 100 Sewer Pomp Station ReptawnentIrr wayomant 5 0 S#m Assessment and Cleaning 6 0 Pump Station Condibon Assessment 7 0 Manhole Ring and Cover Reptarernent 8 0 Cleaning and Inspecbon of Large-Wnxter Pipe (214xtm end larger) 9 0 In5ow and inTil:raWn Vc- toting 10 0 Raegner Park Sewer Caparaty Improvements 1100 Rainier Ridge Pump Sla!on Replacernert 12 0 1 st and R Sewer Replacement 13 t♦ Phan Update • Repair and Replacement 2 2 2 Total Cost of Priority 1 Projects Total Cost of Priority 2 Projects Total Cost of Priority 3 P"ects Total CIP Cost Capacity Improvement 5350.000 $1.800,000 $350.000 $1.800.000 $350,000 $1.800.000 $6,450,000 $15.050.000 S21.500.004 S300,000 S300.0D0 5300.000 5300.000 M.000 $300 000 $1,800.000 Sa 200. DO S6_D00.000 $370.000 $370000 S370,OW $370.000 $370,000 $370.000 $2.220.000 SO $2220.000 $0 50 $400,000 $8*000 $1,000.000 $2,000.000 $4,200,000 $10.950.000 $15.150.000 So 5o MOOD $o $o $o MOOD S580 D30 S1 150,000 $0 $105,000 $0 SD 50 So $105.000 $105.000 5210.000 $90.DDO S90 400 S90.000 S90 000 $90.000 $90.000 S540.000 S 1 260.OW S 1.800.000 SO 50 So S950.000 SO So $950,000 S1,900.000 S2.850.000 So 50 $0 So SO S530.000 $W'DOO S 1 590.000 S2.120.000 SO SO $120,000 SO S4 S1.080,000 $1.200,000 SO S1,200,000 $4.0OD,000 SO $0 So 50� So $4,000.ODO SO S4DOO.DDO $400,000 $0 $0 $0 5o $0 5400.000 $0 $400.000 So so S0 50 .. s0 SO s8CC _: S8o0.000 S5.020,000 S2.57S.000 S1.720.000 S2,470,000 S1.020.000 $3.550,000 $16,355.000 $20.735,000 $37.090,000 S-90.000 S90.000 S 490 000 S1.940.000 S1.090000 52.D90.000 S6,090 000 314.110.000 S20.200.000 5o So So SO So S530,000 5530,000 S1.590,000 S2.120,000 S5 510.D00 S2.665 000 $2.210.000 $4.310,000 S2.110 000 S6.170,00 $22,975,D00 S36 435.000 S59.410.000 *System Evaluation SERVICE . ENVIRONMENT . ECONOMY . CHARACTER . SUSTAINABILITY . WELLNESS . CELEBRATION 21 Page 25 of 505 Chapter 8 Finance 6-Year Review Planned Expenses --> Funding Plan 10-Year Forecast Maintaining Reserves Projected Rates SERVICE . ENVIRONMENT . ECONOMY . CHARACTER . SUSTAINABILITY . WELLNESS . CELEBRATION 22 Page 26 of 505 September December Winter -October 2024 2024 2024 • SEPA and Agency Resolution for • Final Approval by Review and Adoption by Council Department of Preliminary Ecology and King Approval County Council SERVICE . ENVIRONMENT . ECONOMY . CHARACTER . SUSTAINABILITY . WELLNESS . CELEBRATION 23 Page 27 of 505 Any Questions? SERVICE . ENVIRONMENT . ECONOMY . CHARACTER . SUSTAINABILITY . WELLNESS . CELEBRATION 24 Page 28 of 505 �. � ��. �a � � .. } , �- �� � � � �� �. `� .. --� _ ,� � � i,;� �. � _ f '. Y'r �C � �. / e i ,1 �. K 0 MPOF . 0 M;Me 0 2024 Comprehensive Sewer Plan DRAFT / September 2024 This document is released for the purpose of information exchange review and planning only under the authority of Edward A. Wicklein, September 11, 2024, State of Washington PE No. 43049. A w/C J OF WASy�� O 2 Cl) Z a 43049 Q- Po �FGISTER�O �SS�ONAL ENO 1200 FIFTH AVENUE, SUITE 900 SEATTLE, WASHINGTON 98101 P 206-684-6532 Page 30 of TABLE OF CONTENTS SEPTEMBER 2024 / DRAFT / CAROLLO Contents EXECUTIVE SUMMARY ES.1 Introduction ES-1 ES.2 System Goals for Long Term ES-2 ES.3 Sewer Utility Evaluation ES-2 ESA Capital Improvement and Financial Plan ES-3 ES.5 System Administration Plan ES-3 CHAPTER 1 INTRODUCTION AND BACKGROUND 1.1 Purpose and Objectives 1-1 1.2 Document Organization 1-2 1.3 Background 1-3 1.3.1 Previous Auburn Comprehensive Sewer Plans 1-3 1.3.2 City Comprehensive Plan 1-3 1.3.3 Sanitary Sewer Service Area 1-3 1.3.4 Existing Land Use Plans 1-3 1.3.5 Wastewater Treatment 1-5 1.3.6 City of Auburn Water Resources Protection Report 1-8 1.3.7 City of Auburn Water Conservation 1-8 1.4 Neighboring Sewer Utilities 1-8 1.4.1 Soos Creek Water and Sewer District and City of Kent 1-8 1.4.2 City of Pacific 1-8 1.4.3 Muckleshoot Indian Tribe Reservation 1-9 1.4.4 Lakehaven Water and Sewer District 1-9 1.4.5 City of Algona 1-9 1.4.6 City of Bonney Lake 1-10 1.4.7 King County 1-10 CHAPTER 2 WASTEWATER SYSTEM GOALS AND POLICIES 2.1 City Comprehensive Plan Consistency 2-1 2.2 Business Practices/Asset Management 2-1 2.3 Sewer Comprehensive Plan Policies, Standards, and Guidelines 2-2 2.3.1 Service Area 2-2 2.3.2 System Planning 2-3 2.3.3 Operations and Maintenance 2-4 2.3.4 Environmental Stewardship 2-4 2.3.5 System Performance and Reliability 2-5 2.3.6 Fiscal Responsibility 2-7 CITY OF AUBURN 2024 COMPREHENSIVE SEWER PLAN pw://Carollo/WA/Auburn/201005-000000/03 Reports and Studies/02 Deliverables/CSP 2024/_FrontEnd Page 31 of TABLE OF CONTENTS SEPTEMBER 2024 / DRAFT / CAROLLO CHAPTER 3 PLANNING CONSIDERATIONS 3.1 Planning Area 3-1 3.2 Basis of Planning 3-1 3.3 Land Use 3-2 3.3.1 Description of Land Use Designations 3-4 3.4 Sewer System Flow Components 3-5 3.4.1 Dry Weather Flow Components 3-6 3.4.2 Wet Weather Flow Components 3-6 3.5 Average Dry Weather Flow 3-7 3.5.1 Average Dry Weather Flow Development 3-7 3.6 Wet Weather Flow 3-8 CHAPTER 4 DESCRIPTION OF EXISTING SYSTEM 4.1 Overview 4-1 4.1.1 Valley Sewer Basin 4-1 4.1.2 West Hill Sewer Basin 4-1 4.1.3 Lea Hill Sewer Basin 4-2 4.1.4 Auburn Way South Sewer Basin 4-2 4.1.5 South Hill Sewer Basin 4-2 4.2 Sanitary Sewer Facilities 4-3 4.2.1 Critical Infrastructure 4-6 4.2.2 Pump Stations 4-6 4.2.3 Gravity and Force Main Collection System 4-7 4.2.4 Side Sewer Laterals 4-7 4.2.5 River Crossings 4-7 4.3 King County Conveyance 4-11 4.4 Infiltration and Inflow 4-11 4.5 Odor Control and Corrosion 4-12 4.6 Industrial Waste Discharges 4-12 4.7 Water Reclamation and Reuse 4-14 4.7.1 Regulatory Framework 4-14 4.7.2 Potential Reclaimed Water Sources 4-15 4.7.3 Potential Reclaimed Water Users 4-16 4.7.4 Reclaimed Water Summary 4-16 CHAPTER 5 WASTEWATER SYSTEM ANALYSIS 5.1 Introduction 5-1 5.2 Design and Performance Criteria 5-1 5.2.1 Design Storm 5-2 5.2.2 Climate Risk 5-3 5.2.3 Conveyance System 5-3 5.2.4 Lift Stations and Force Mains 5-4 CITY OF AUBURN 2024 COMPREHENSIVE SEWER PLAN Page of TABLE OF CONTENTS SEPTEMBER 2024 / DRAFT / CAROLLO 5.3 Future Conditions Flow Projection 5-5 5.3.1 Future Conditions Average Dry Weather Flow Development 5-5 5.3.2 Future Conditions Wet Weather Flow Assumptions 5-5 5.4 Gravity Collection System Deficiencies 5-9 5.4.1 Key Causes of Deficiencies 5-9 5.4.2 Existing System Potential Deficiencies 5-9 5.4.3 2044 Potential System Deficiencies 5-9 5.5 Lift Station and Force Main Evaluation 5-13 5.6 Inflow and Infiltration Evaluation 5-14 5.7 Remaining Useful Life 5-17 5.8 Recommendations 5-19 5.8.1 Asset Inventory, System Inspections, and Remaining Useful Life 5-19 5.8.2 Capacity Evaluation Recommendations 5-19 5.8.3 Future Population Growth 5-19 5.8.4 Inflow and Infiltration Evaluation Recommendations 5-22 CHAPTER 6 MAINTENANCE AND OPERATIONS 6.1 Utility Responsibility and Authority 6-1 6.1.1 Organizational Structure 6-1 6.1.2 Staffing Level 6-2 6.1.3 Level of Service 6-3 6.1.4 Operator Training and Education 6-3 6.2 Routine Operations 6-3 6.2.1 Pump Station Maintenance 6-3 6.2.2 Collection System Maintenance 6-6 6.2.3 Field Operations 6-7 6.3 Fats, Oils, and Grease Reduction Program 6-7 6.4 Non -Routine and Emergency Operations 6-8 6.4.1 Customer Service Requests 6-8 6.4.2 Emergency Response Program 6-9 6.5 Communications, Data Collection, and Record -Keeping 6-10 6.5.1 Telemetry and Pump Station Controls 6-10 6.5.2 Data Collection and Record -Keeping 6-10 6.6 Existing Staffing Requirements 6-12 6.7 Potential Improvement Opportunities and Capital Needs 6-13 CHAPTER 7 CAPITAL IMPROVEMENT PLAN 7.1 Capital Improvement Plan 7-1 7.1.1 Project Priority 7-2 7.1.2 Project Cost 7-2 7.1.3 Project Summary 7-2 CITY OF AUBURN 2024 COMPREHENSIVE SEWER PLAN Page of TABLE OF CONTENTS SEPTEMBER 2024 / DRAFT / CAROLLO 7.2 Capital Improvement Projects 7-2 7.2.1 Summary Table 7-2 7.2.2 Project Descriptions 7-4 CHAPTER 8 FINANCIAL PLAN 8.1 Introduction 8-1 8.2 Past Financial Performance 8-1 8.2.1 Comparative Financial Statements 8-1 8.3 Financial Plan 8-5 8.3.1 Capital Funding Plan 8-6 8.4 Available Funding Assistance and Financing Resources 8-8 8.4.1 City Resources 8-8 8.4.2 Outside Resources 8-9 8.4.3 Capital Financing Strategy 8-10 8.5 Financial Forecast 8-11 8.5.1 Current Financial Structure 8-11 8.6 Current and Projected Rates 8-16 8.6.1 Current Rates 8-16 8.6.2 Projected Rates 8-16 8.7 Affordability 8-18 8.8 Conclusion 8-18 Appendices APPENDIX A INTER -LOCAL AGREEMENTS AND OUTSIDE AGENCY CORRESPONDENCE APPENDIX B HYDRAULIC MODEL UPDATE, CALIBRATION, AND CAPACITY ANALYSIS APPENDIX C PUMP STATION DATA SUMMARY APPENDIX D SEPA CHECKLIST APPENDIX E RECLAIMED WATER CHECKLIST Tables Table 3.1 Land Use Categories 3-2 Table 4.1 City of Auburn Sewer Pump Station Inventory 4-6 Table 4.2 City of Auburn Industrial Waste Discharge Permits 4-12 Table 5.1 Summary of Potential Future Characteristics for the Design Storm, 2030 - 2059 5-3 Table 5.2 Summary of Potential Future Characteristics for the Design Storm, 2079 - 2099 5-3 Table 5.3 Flow Projections Summary 5-5 Table 5.4 Lift Station Analysis 5-13 Table 5.5 1/1 Summary by Flow Monitoring Basin for the Design Storm 5-15 Table 5.6 Useful Life of Pipes 5-17 Table 5.7 Remaining Useful Life 5-18 CITY OF AUBURN 2024 COMPREHENSIVE SEWER PLAN v Page �34 of TABLE OF CONTENTS SEPTEMBER 2024 / DRAFT / CAROLLO Table 5.8 Capacity Deficiencies 5-21 Table 6.1 Sewer Utility M&O Field Personnel 6-2 Table 6.2 Sewer System Maintenance and Operation Task Summary 6-12 Table 7.1 Annual Project Cost Summary for 6-Year and 20-Year CIP 7-3 Table 7.2 Project Descriptions 7-4 Table 8.1 Summary of Historical Fund Resources and Uses Arising from Cash Transactions 8-2 Table 8.2 Summary of Historical Comparative Statements of Net Position 8-4 Table 8.3 10-Year and 20-Year CIPs 8-6 Table 8.4 10-Year CIP (Escalated $) 8-7 Table 8.5 10-Year and 20-Year Capital Financing Strategy 8-10 Table 8.6 10-Year Financial Forecast 8-15 Table 8.7 Ending Cash Balance Summary 8-15 Table 8.8 Existing Schedule of Rates 8-16 Table 8.9 Proposed Schedule of Rates 8-17 Table 8.10 Community Affordability Test 8-18 Figures Figure 1.1 Vicinity 1-6 Figure 1.2 Plan Study Area 1-7 Figure 3.1 City of Auburn Land Use Designations 3-3 Figure 4.1 Sewer Service Basins 4-4 Figure 4.2 Existing Wastewater Conveyance System 4-5 Figure 4.3 Critical Sewers 4-9 Figure 4.4 City of Auburn Collection System Summary Statistics 4-10 Figure 5.1 20 Year Design Storm 5-2 Figure 5.2 Design and Performance HGL Criteria 5-4 Figure 5.3 TAZ Data 5-6 Figure 5.4 Future Contributing Areas 5-7 Figure 5.5 Existing and Future Sewer System 5-8 Figure 5.6 Existing System Deficiencies 5-10 Figure 5.7 2044 System Deficiencies 5-11 Figure 5.8 2044 Climate Change Design Storm System Deficiencies 5-12 Figure 5.9 Peak 1/1 Rate by Flow Monitoring Basin 5-16 Figure 5.10 Recommended Remediation Strategies 5-20 Figure 6.1 City of Auburn Public Works Department Organizational Chart 6-2 Figure 7.1 CIP Development Flow Chart 7-1 CITY OF AUBURN 2024 COMPREHENSIVE SEWER PLAN v Page 95 of ABBREVIATIONS SEPTEMBER 2024 / DRAFT / CAROLLO Abbreviations ACC Auburn City Code ADWF average dry weather flow APWA American Public Works Association BWF base wastewater flow CCF per hundred cubic feet CCTV closed-circuit television CFP Capital Facilities Program CIG Climate Impacts Group CIP capital improvement program City City of Auburn, Washington CMMS computerized maintenance management system CP concrete pipe CSWD Criteria for Sewage Works Design D diameter d/D depth/diameter DOC Department Operations Center DOH Washington State Department of Health DWF dry weather flow Ecology Washington State Department of Ecology Engineering Engineering Services Division FOG fats, oils, and greases FSE food service establishment FTE full-time equivalent G.O. general obligation GIS geographic information system gpad gallons per acre per day gpm gallons per minute. GWI groundwater infiltration H&H hydrologic and hydraulic HGL hydraulic grade line 1/1 inflow and infiltration LID Local Improvement District LOS Level of Service LWSD Lakehaven Water and Sewer District M million M&O Maintenance and Operation MBR membrane bioreactor CITY OF AUBURN 2024 COMPREHENSIVE SEWER PLAN Page of ABBREVIATIONS SEPTEMBER 2024 / DRAFT / CAROLLO mgd million gallons per day MH manhole MIT Muckleshoot Indian Tribe MWPAAC Metropolitan Water Pollution Abatement Advisory Committee NASSCO National Association of Sewer Service Companies NE northeast NW northwest PAA potential annexation area PACP Pipeline Assessment and Certification Program Plan Comprehensive Sewer Plan Update PW Public Works PWTF Public Works Trust Fund PWWF peak wet weather flow R&R repair and replacement RCE Residential Customer Equivalents RCW Revised Code of Washington RDI rainfall derived infiltration RUL remaining useful life RWSP Regional Wastewater Services Plan SCADA supervisory control and data acquisition SCWSD Soos Creek Water and Sewer District SDC system development charges SE southeast SOS Save Our Streets SSO sanitary sewer overflow SSSA Sanitary Sewer Service Area SW southwest TAZ traffic area zone TM technical memorandum ULID Utility Local Improvement District Utility Sanitary Sewer Utility VCP vitrified clay pipe WAC Washington Administrative Code WSDOT Washington State Department of Transportation WWF wet weather flow CITY OF AUBURN 2024 COMPREHENSIVE SEWER PLAN Page �`/ of EXECUTIVE SUMMARY SEPTEMBER 2024 / DRAFT / CAROLLO EXECUTIVE SUMMARY ES.1 Introduction This Comprehensive Sewer Plan (Plan) for the City of Auburn, Washington (City) is an update to the previous Plan, adopted in 2016. This Plan should be considered a General Sewer Plan under the authority of Washington Administrative Code (WAC) Section 173-240-050. This Plan reflects changes in existing and projected land use and population levels, extensions to the public sewer collection system, and completion of sewer capital projects since the completion of the previous Plan. Additionally, since the adoption of the previous Plan, both the City and King County have performed extensive flow monitoring of the City's collection system that, along with updated asset data, provides valuable information for updating the hydrologic and hydraulic (H&H) model used for system capacity assessment. This Plan includes estimated periods that are intended to be used as a framework for future workload planning and funding decisions, and within which future actions and decisions are anticipated to occur. The purpose of the Plan is to guide the City with respect to future activities and improvements for the Sanitary Sewer Utility (Utility). To fulfill this stated purpose, the following objectives were achieved: ■ Evaluation and updates to sewer policies to better reflect and integrate with overall City Comprehensive Plan policies. ■ Plan for updating the comprehensive sanitary sewer system inventory, based on the City's geographic information system (GIS), that incorporates currently available infrastructure data into a digital database that can be directly linked with the hydraulic model used for analyzing the system. • Hydraulic modeling analysis to evaluate existing system capacity. ■ Future population and development projections were used to evaluate future sewer capacity needs. ■ The Plan for sewer service extensions was refined, including where extensions will occur and how the City will serve these areas. ■ Documentation of the City's existing Maintenance and Operation (M&O) program, and evaluation of existing Utility staffing and standard procedures. ■ Completed a financial analysis of the Utility, including a projection of cost to provide sewer service and development of a funding strategy for identified goals. ■ Developed a capital improvement program (CIP) by sustainably meeting required customer service needs, effectively managing risks, and minimizing the City's costs of sewer asset ownership. ■ Prioritization of capital improvement projects to accommodate both 6- and 20-year funding frameworks. CITY OF AUBURN 2024 COMPREHENSIVE SEWER PLAN Page 38 of 505 EXECUTIVE SUMMARY SEPTEMBER 2024 / DRAFT / CAROLLO ES.2 System Goals for Long Term This Plan presents policies and standards related to system development, maintenance, funding, and general guidelines for Sanitary Sewer Utility operation. These policies define limits and outline how the wastewater collection system should be operated and maintained and are grouped within the following goal statements: ■ Goal 1: Plan for sewer extensions and capacity upgrades to reflect the planning and growth projections included in the City's Comprehensive Plan, such that the public sewer system, when constructed, will have adequate capacity to support all future planned development. ■ Goal 2: Plan for future service to all properties in the City within urban density areas. ■ Goal 3: Manage the extension of the public sewer system to minimize future costs to operate and maintain. ■ Goal 4: Design, operate, and maintain the public sewer system in a manner that increases reliability and efficiency, and demonstrates environmental stewardship. ■ Goal 5: Apply asset best management principles to the City's sewer infrastructure. ■ Goal 6: Manage the sewer utility funds and resources in a professional manner in compliance with applicable laws, regulations, and City financial policies, which requires ongoing monitoring of revenues and expenses in order to make prudent business decisions and report to City officials, as needed, regarding the status of utility operations. ES.3 Sewer Utility Evaluation The City customer base continues to increase through system growth by development, redevelopment, and connection of on -site system properties to the system. With the additional customers served, some of the City's sewer infrastructure may reach its conveyance capacity. In addition, the installed sewer infrastructure continues to age: ■ Hydraulic Modeling: The City hydraulic model was updated to reflect currently installed infrastructure. Current sanitary loading was developed from flow monitor data collected through recent temporary monitor programs, as well as long term sites. A total of 22 sites were used for modeling to develop land used based flow factors, and dry and wet weather model calibration. • System Evaluation: The flow factors were used to develop a future flow projection based on a combination of general population projects, anticipated land use changes to address City and State requirements. The hydraulic model was used for evaluating current and figure capacity needs. In addition, installed infrastructure age was evaluated relative to anticipated useful life expectancy. • Maintenance and operation: The current organization and common procedures associated with the ongoing maintenance and operation of the City sewer utility system are reviewed. The primary purpose being to establish a baseline understanding of the proactive and responsive maintenance procedures performed by City staff. This baseline understanding is used herein to evaluate Sewer Utility (Utility) staffing, data collection and computerized record -keeping needs, and other Utility requirements to continue to meet the Utility's goals. CITY OF AUBURN 2024 COMPREHENSIVE SEWER PLAN Page 39 of 505 EXECUTIVE SUMMARY SEPTEMBER 2024 / DRAFT / CAROLLO ES.4 Capital Improvement and Financial Plan This Plan includes time frames, which represent the intended framework for future funding decisions and within which future actions and decisions are intended to occur. However, these time frames are estimates, and depending on factors involved in the processing of applications and project work, and availability of funding, the timing may change. The framework does not represent actual commitments by the City. Project identification is an ongoing effort requiring periodic evaluation. The CIP list was developed based on incorporating the City's Capital Facilities Plan (CFP), identification of equipment limitations within the M&O group, and identification of areas of improvement. The CIP focuses on addressing known problems in a manner identifying cost-effective solutions that incorporate the risks associated with substandard facilities and the uncertainty inherent in engineering calculations/model simulations. The CIP places emphasis on projects identified for implementation between 2025 and 2030, which constitutes the 6-year planning period for utility capital funding requirements and staffing needs. This period provides a realistic outer limit for accurately forecasting the annual cycle of utility projects and priorities. This Plan also includes a 20-year CIP that examines long-term capital requirements, such as the replacement of infrastructure as it exceeds its useful life. All projects in the CIP are consistent with the LOS. For implementing the CIP and sustaining long term operation of the Utility, a financial program is outlined that allows the City sewer utility to remain financially viable during the planning period. This financial viability analysis considers the historical financial condition, current and identified future financial and policy obligations, M&O needs, and the financial impacts of the capital projects identified in this Plan. Furthermore, this chapter provides a review of the sewer utility's current rate structure with respect to rate adequacy and customer affordability. The results of this analysis indicate that at existing rate levels the utility will be deficient beginning in 2028. To keep pace with expenses, the City has adopted a 7.50 percent rate increase in 2025. An annual rate increase is recommended for several years, as well as a regular review and update the key underlying assumptions that compose the multi -year financial plan to ensure that adequate revenues are collected to meet the City's total financial obligations. ES.5 System Administration Plan In addition to the projects listed in the CIP, this Plan includes other tasks and activities that should be priorities during this planning period. These include: • Renewal of the franchise agreement with King County which expires in 2027, and beginning negotiation of an extension to the Sewage Disposal Agreement which expires in 2036. ■ The continued implementation of asset management principles including: Completing the inventory of sewer assets Verifying and updating asset data/information as part of normal maintenance activities. Integrating condition assessment information into the City's CMMS as a tool for prioritizing rehabilitation and replacement decisions For assets with poor condition scores, determining the consequences of failure to help assess asset criticality. Use condition assessment studies included in the CIP to make long-term maintenance, upgrade, rehabilitation, and replacement decisions for key assets. CITY OF AUBURN 2024 COMPREHENSIVE SEWER PLAN Page 40 of 505 EXECUTIVE SUMMARY SEPTEMBER 2024 / DRAFT / CAROLLO • Proactively discouraging the discharge of substances detrimental to the sanitary sewer and wastewater treatment system by: Enforcing the requirements to manage fats, oils, and grease (FOG) by restaurants and other businesses likely to discharge FOG into the sewer system. Educating residents about the negative effects of discharging FOG on both private and public portions of the sanitary sewer system. Educating residents about the negative effects of discharging cleaning wipes, pharmaceuticals, and other prohibited discharges to the sewer system, and promoting alternative disposal methods. CITY OF AUBURN 2024 COMPREHENSIVE SEWER PLAN Page 41 of 505 CHAPTER 1 - INTRODUCTION AND BACKGROUND SEPTEMBER 2024 / DRAFT / CAROLLO CHAPTER INTRODUCTION AND BACKGROUND This Comprehensive Sewer Plan (Plan) for the City of Auburn, Washington (City) is an update to the previous Plan, adopted in 2016. This Plan should be considered a General Sewer Plan under the authority of Washington Administrative Code (WAC) Section 173-240-050, and within this document, Comprehensive Sewer Plan and General Sewer Plan should be considered synonymous. This Plan reflects changes in existing and projected land use and population levels, extensions to the public sewer collection system, and completion of sewer capital projects since the completion of the previous Plan. Additionally, since the adoption of the previous Plan, both the City and King County have performed extensive flow monitoring of the City's collection system that, along with updated asset data, provides valuable information for updating the hydrologic and hydraulic (H&H) model used for system capacity assessment. This Plan includes estimated periods that are intended to be used as a framework for future workload planning and funding decisions, and within which future actions and decisions are anticipated to occur. These time lines are estimates and depending on factors including staff availability, available resources, coordination with other City departments, and overall development activity, the actual timing of actions described by this Plan may differ. The timing estimates for activities included in this Plan do not represent actual commitments by the City. This Plan meets the requirements of the Washington State Department of Ecology (Ecology) as set forth in WAC Section 173-240-050. The Plan was submitted to Ecology; the Washington State Department of Health (DOH); King and Pierce counties; the cities of Algona, Bonney Lake, Kent, and Pacific; Lakehaven Water and Sewer District (LWSD); Soos Creek Water and Sewer District (SCWSD); and the Muckleshoot Indian Tribe (MIT). 1.1 Purpose and Objectives The purpose of the Plan is to guide the City with respect to future activities and improvements for the Sanitary Sewer Utility (Utility). To fulfill this stated purpose, the following objectives were achieved: ■ Evaluation and updates to sewer policies to better reflect and integrate with overall City Comprehensive Plan policies. ■ Plan for updating the comprehensive sanitary sewer system inventory, based on the City's geographic information system (GIS), that incorporates currently available infrastructure data into a digital database that can be directly linked with the hydraulic model used for analyzing the system. ■ Hydraulic modeling analysis to evaluate existing system capacity. ■ Future population and development projections were used to evaluate future sewer capacity needs. ■ The Plan for sewer service extensions was refined, including where extensions will occur and how the City will serve these areas. ■ Documentation of the City's existing Maintenance and Operation (M&O) program, and evaluation of existing Utility staffing and standard procedures. ■ Completed a financial analysis of the Utility, including a projection of cost to provide sewer service and development of a funding strategy for identified goals. CITY OF AUBURN 2024 COMPREHENSIVE SEWER PLAN 1-� Page 42 of 505 CHAPTER 1 - INTRODUCTION AND BACKGROUND SEPTEMBER 2024 / DRAFT / CAROLLO • Developed a capital improvement program (CIP) by sustainably meeting required customer service needs, effectively managing risks, and minimizing the City's costs of sewer asset ownership. ■ Prioritization of capital improvement projects to accommodate both 6- and 20-year funding frameworks. 1.2 Document Organization This Plan is organized to focus on the actions that the Utility will take while implementing Plan recommendations. Supporting documentation and background information is included in appendices where appropriate. The Plan is organized into the following chapters: ■ Chapter 1 - Introduction and Background: Explains the need for updating previous sewer planning documentation and outlines specific objectives of the Comprehensive Sewer Plan Update and provides background information regarding the Utility and Sanitary Sewer Service Area (SSSA). • Chapter 2 - Wastewater System Goals and Policies: Specifies the utility's goals and policies used to develop capital improvements and future M&O activities. ■ Chapter 3 - Planning Considerations: Describes the factors used to project the future capacity needs of the system. ■ Chapter 4 - Description of Existing System: Describes the existing conditions of the City's sanitary sewer system. ■ Chapter 5 - Wastewater System Analysis: Presents methodologies used to evaluate system capacity and future sewer extensions. ■ Chapter 6 - Maintenance and Operations: Provides an overview of the organization and common procedures associated with the ongoing M&O program and evaluates existing Utility staffing needs based on established Level of Service (LOS) goals. ■ Chapter 7 - Capital Improvement Plan: Describes recommended capital improvement projects including cost estimates. ■ Chapter 8 - Finance: Develops a funding plan that optimizes use of rates, systems development charges, and other service fees based on projected Utility spending requirements and a review of funding sources and City financial policies. ■ Appendix A - Inter -local Agreements and Outside Agency Correspondence: Provides copies of inter -local agreements related to sanitary sewer conveyance and disposal. ■ Appendix B - Hydraulic Model Update, Calibration, and Capacity Analysis: Provides a detailed review of the hydraulic modeling completed for near- and long-term land use modeling scenarios to identify areas of capacity concern. ■ Appendix C - Pump Station Information: Provides detailed information related to the pump stations (pump sizes, wet well size, etc.). ■ Appendix D - SEPA Compliance: Provides a letter documenting the "Determination of Non -Significance." ■ Appendix E — Reclaimed Water Checklist: A copy of the King County reclaimed water checklist from the 2024 Water System Plan. CITY OF AUBURN 2024 COMPREHENSIVE SEWER PLAN 1- Page of 505 CHAPTER 1 - INTRODUCTION AND BACKGROUND SEPTEMBER 2024 / DRAFT / CAROLLO 1.3 Background This section includes background information related to the development of the City's current wastewater collection and conveyance system. A description of the City SSSA is also included, along with information on adjacent sewer utilities, which will facilitate an understanding of existing and potential collaboration opportunities with other purveyors to enhance system reliability and/or reduce costs. Changes to land use planning efforts affecting the City SSSA are also discussed. The City of Auburn vicinity within the greater region is shown in Figure 1.1. 1.3.1 Previous Auburn Comprehensive Sewer Plans The current wastewater planning effort supersedes previous plans prepared in 1968, 1982, 2001, 2009, and 2016. This Plan builds upon concepts established in the five previous plans modifying, or updating goals, policies, and analyses to account for present conditions. 1.3.2 City Comprehensive Plan The City most recently revised its City Comprehensive Plan in June 2015. The City Comprehensive Plan incorporates the Comprehensive Sewer Plan by reference. The City is in the process of updating the City Plan for adoption in 2024. 1.3.3 Sanitary Sewer Service Area The City SSSA has not changed significantly since the 2016 Comprehensive Sewer Plan. Service has been extended to a small area of unincorporated King County located west of Algona. The current SSSA is shown on Figure 1.2. As of September 2023, the City serves 13,417 single-family residential customers within its SSSA. Additionally, commercial customers (including non -single-family customers) equate to 19,980 Residential Customer Equivalents (RCE) based on total water consumption records for commercial connections. The City tracks total RCEs and reports to the County quarterly. The City coordinates service at the boundary of its SSSA with nearby sewer utilities. When the City's SSSA extends beyond current corporate limits, the City requires a franchise to own, maintain, and manage the wastewater facilities within King and Pierce counties' rights -of -way. This coordination with other utilities and King and Pierce counties is discussed in Section 1.4. 1.3.4 Existing Land Use Plans Various land use plans govern development with the City SSSA; these plans are described in the following sections. 1.3.4.1 King County Comprehensive Plan Urban unincorporated areas of the City's SSSA within King County are subject to the King County Comprehensive Plan, as most recently updated and adopted in December 2022. This section highlights portions of the King County document affecting policy direction for functional plans, such as this City of Auburn Comprehensive Sewer Plan. CITY OF AUBURN 2024 COMPREHENSIVE SEWER PLAN 1- Page 44 of 505 CHAPTER 1 - INTRODUCTION AND BACKGROUND SEPTEMBER 2024 / DRAFT / CAROLLO In the 2022 King County Comprehensive Plan, policy F-255 states: In the Urban Growth Area, all new development shall be served by public sewers unless: a. Application of this policy to a proposal for a single-family residence on an individual lot would deny all reasonable use of the property; or b. Sewer service is not available for a proposed short subdivision of urban property in a timely or reasonable manner as determined by the Utility Technical Review Committee. 'These on -site systems shall be managed by one of the following entities, in order of preference: i. The sewer utility whose service area encompasses the proposed short subdivision; or ii. The provider most likely to serve the area; or; iii. An Onsite Sewage System Maintainer certified by Public Health - Seattle & King County. The onsite system shall meet all state and county approval requirements. The approved short subdivision shall indicate how additional lots to satisfy the minimum density requirement of the zoning will be located on the subject property in case sewers become available in the future. There shall be no further subdivision of lots created under this policy unless served by public sewers. In conjunction with policy F-255, policy F-256 states: In the Urban Growth Area, King County and sewer utilities should jointly prioritize the replacement of on -site systems that serve existing development with public sewers, based on the risk of potential failure. King County and sewer utilities should analyze public funding options for such conversion and should prepare conversion plans that will enable quick and cost-effective local response to health and pollution problems that may occur when many on -site systems fail in an area. Chapter 5 discusses potential sewer extensions within currently unsewered areas. The City's SSSA currently includes three areas of unincorporated King County, as shown on Figure 1.2. 1.3.4.2 Pierce County Comprehensive Plan Urban unincorporated areas of the City's SSSA within Pierce County are subject to the Pierce County Comprehensive Plan, as most recently updated and adopted in July, 2023. Several goals and policies included in the Pierce County document affect policy direction for functional plans, this City of Auburn Comprehensive Sewer Plan Update such as: ■ GOAL U-2 - Provide urban level facilities and services only within the designated Urban Growth Areas prior to or concurrent with development. U-2.1 - Encourage the provision of urban level services from cities or appropriate regional service providers. U-2.3 - Preserve the rural way of life by not providing urban LOS' within rural areas. ■ GOAL U-15 - Provide sanitary sewers within the urban area. U-15.6 - Recognize on -site septic systems within the Urban Growth Area are considered interim facilities. Chapter 5 discusses potential sewer extensions within currently unsewered areas. The City's SSSA currently includes one area of unincorporated Pierce County, as shown on Figure 1.2. ' The Utility Technical Review Committee (UTRC) is a King County Committee that reviews sewer and water plans and makes recommendations to the Council/Executive. CITY OF AUBURN 2024 COMPREHENSIVE SEWER PLAN 1-4 Page 45 of 505 CHAPTER 1 - INTRODUCTION AND BACKGROUND SEPTEMBER 2024 / DRAFT / CAROLLO 1.3.5 Wastewater Treatment The City is a component agency of the King County Wastewater Treatment Division. As such, its Sewer Utility operates a collection system that discharges collected wastewater to King County facilities for conveyance to King County's South Plant for treatment, outside of the service area to the North. The South Plant operates under a permit from the Department of Ecology, and the County is required to continually upgrade its treatment processes to ensure its effluent and other treatment byproducts meet the most current environmental standards. The City's agreements with King County can be found in Appendix A, and are active until 2036. It is expected that negotiations for extending that agreement will occur during this planning period. Under the current agreement, the City is obligated to deliver all of the sewage and industrial wastes collected or received by the City, and Metro (King County) shall accept the sewage and industrial wastes delivered for treatment. There is currently no limit on the quantity of wastewater delivered by the City to Metro (King County). 1.3.5.1 King County Regional Wastewater Services Plan In 2007, King County adopted a revised Regional Wastewater Services Plan (RWSP), which outlined proposed wastewater conveyance improvements. Improvements that impact the City collection and conveyance system included the following: ■ Stuck River Trunk: New gravity pipe constructed to convey flow away from the M Street Trunk to the Lakeland Hills Trunk Line and eventually the Auburn West Interceptor. ■ Pacific Pump Station discharge: New pipe to convey flow north from the Pacific Pump Station to the Auburn West Interceptor. • Auburn West Interceptor Parallel: New gravity pipe to replace or parallel an existing portion of the Auburn West Interceptor between 15th Street SW and West Main Street. The Stuck River Trunk was completed in 2013. The Pacific Pump Station discharge and Auburn West Interceptor Parallel were completed in 2018. Based on the completion of most of the projects included in the RWSP, King County issued its final report on the RWSP in 2017. The County has continued to identify projects for its Conveyance System Improvements Program based on decennial flow monitoring data and updated land use and population projections. Those projects include the replacement of the Lakeland Hills Pump Station located along the White River within Roegner Park, which is planned for the year 2031. In 2019, the County began the planning process for what is to be called the Clean Water Plan. Activities included evaluation of existing assets, analysis of evolving environmental regulations, decennial flow monitoring, future land use projection, and gathering stakeholder input. This planning effort is currently paused pending clarity on future regulations but is expected to resume once that clarity is achieved. CITY OF AUBURN 2024 COMPREHENSIVE SEWER PLAN 1- Page 6 of 505 CHAPTER 1 - INTRODUCTION AND BACKGROUND SEPTEMBER 2024 / DRAFT / CAROLLO —v- Seattle issaLuan RSalmon Creek w__T� King County L — Burien \ . . South _j Tukwila WyyTp • u, Renton SeaTac c� �EPETRpVITS r Normandy Park 181 -- \ O167 \ - 1 i DKent es Moines 516 -Maple Valley ovington Puget Sound —.--- sE27zNDsT - Redondo }�. I i �Lakota 3 x —� u L Ar \— u 1 l o -, Auburn SEAUgURN-BLACKD/yMOBlack �O i_ Federal Way � ► Rp Diamond 18 y� \� SE GREE/V V4 C Tacoma o FyqZ- O n � Pacific Legend MIItOn � �� r � a� WWTP © 20TH ` s King County Collection 161 - NORTh% Fife � E167 � , y_ System dgewood Auburn City Limts Sumner Ta i Neighboring City Limts I qq • T + �� Count Boundary WNR Puyallup J J •■ ■ r County 1 Sumner Muckleshoot —I / R NEER a ` ! Reservation o to S(� — Roads w c I ac �. -- Waterbodies Y Puyallup Z ' Bonney Lake ❑ m o �J 410 Miles 112TH 0 1 2 O _ r—�- I �� Data Sources: City of Auburn, King County, ESRI 128TH Disclaimer: Features shown in this figure are for planning purposes and represent approximate locations. Engineering and/or survey accuracy is not implied. r\\ Orting Figure 1.1 Vicinity Map CITY OF AUBURN 2024 COMPREHENSIVE SEWER PLAN Page 47 of 505 CHAPTER 1 - INTRODUCTION AND BACKGROUND �,tl` I tlVll5tK LUL4 / UKAY I / LAKULLU — — i W MEEKER ST - _ I KENT-DES MOINES RD S SE 248TH ST L � /o tI i w r City of Kent l7 w w � w w LSE 256TH ST Covington v w � I SFkFN L t i i` L 167� ANcl YR� Kent Soos Creek L t Water & Sewer *' - r• District ■ j` N J F2 Letters of agreement ' • �'� Letters of agreement I �, for Auburn to potentially SETT- L —S—_ � J � o serve these parcels when for Auburn to potentially I connected to sewer. serve these parcels when connected to sewer. :r _ r- LL-—J Unincorporated � King County �_ f z h J11P w 0 1 r� z ram .. �•`�"�'•� } SE 304TH ST � � J ~ !/ Letters of agreement 3 for Auburn to potentially serve these parcels when l'e i/ connected to sewer. E ® A 18 Fifi IN9 a; Lakehaven Utility DistriEBRO Federal ct 1 ®®®®I way _ r S P ASLEY , faON RD, / W 18 u ❑ \..�--- Unincorporated King County I lF Served by Auburn Sewer 1T71gF � w �I W — o, s<� v WAYS II SE GREEN VALLEY RD Interlocal agreement Algona a city of ii for Auburn to serve these parcels. �,. Algona •'�, V. �� ! ,o ` ` 7 �_ ° _ —� � `4• STUCK R 1 GW Unincorporated King County Served by Auburn Sewer I ..... r{uvut„ �,ty LnnLo „ .. .._.._.. .. - - i i i County Boundary Pierce County II ➢� I ` n a ��/_ I Muckleshoot Waterbodles II T I InciianT./riil e Muckleshoot Reservation z Unincorporated Pierce County I "( 4 -� o 9�F y Served by Auburn Sewer I / —•y City of Auburn Service II 9AA Bonney Lake / € L._.. Area s ..•. a , — Service Area Outside L � t Auburn City Limts v C Neighboring City Limts r — I Adjacent Sewer Service-V Area of Bonney Lake s — — Areas c� Served by Auburn Sewer . Urban Growth Area I Sumner F.TCANYON i Feet '•t '" z 0 2,000 4,000 _ z 1 Data Sources: City of Auburn, 6 King County, ESRI r S Disclaimer: Features shown in this 1 QQ �'--_ figure are for planning purposes and - represent approximate locations. Engineering and/or survey accuracy S J \� _ is not implied. Figure 1.2 Study Area CITY OF AUBURN 2024 COMPREHENSIVE SEWER PLAN Page 48 of 505 CHAPTER 1 - INTRODUCTION AND BACKGROUND SEPTEMBER 2024 / DRAFT / CAROLLO 1.3.6 City of Auburn Water Resources Protection Report As identified in the City's 2016 Sewer Plan, coordination with the Water Utility will be necessary in the future, as many of the City's unsewered areas lie within the Water Resource Protection Areas identified in the Water Resources Protection Report completed in 2000. In particular, planning for future wastewater infrastructure could include the importance of removing potential contamination (i.e., onsite sewer systems) from those areas, based on coordination with the Water Utility. Auburn City Code 16.10 (Critical Areas) now refers to the areas as "Aquifer Recharge Areas" and regulates activities within them. 1.3.7 City of Auburn Water Conservation The City of Auburn's Sanitary Sewer Service Area largely overlaps with its Water Service Area, therefore, water conservation efforts undertaken by the City's Water Utility will, by far, be the most likely to affect sewage flows handled by the City's sewage collection system. The Water Utilities program is described in Section 4.3 of the 2024 Water System Plan. The primary effect of such measures on the sewer system would be to reduce the overall wastewater flow, while potentially increasing wastewater strength. Since the City's sewer hydraulic model calibration was based on actual measured flows, the effects of existing conservation measures have been accounted for. Further increased effectiveness of water conservation efforts could result in capacity improvement projects being eliminated or delayed if anticipated flow increases are not realized. 1.4 Neighboring Sewer Utilities The communities surrounding the City administer their own wastewater conveyance and collection systems. The following sections describe these systems and discuss interlocal agreements between the City and these communities that establish SSSA boundaries and other conditions of service. Neighboring sewer utilities that serve a portion of Auburn are identified in Figure 1.2. 1.4.1 Soos Creek Water and Sewer District and City of Kent In the northeast corner of the city, within the Lea Hill sewer basin (as shown on Figure 1.2), there are small areas served by the Soos Creek Water and Sewer District (SCWSD) and the City of Kent. In 2001, prior to annexation of the Lea Hill area by the City, the City executed interlocal agreements with SCWSD and the City of Kent, establishing sanitary sewer service area boundaries in the basin. The agreements enable SCWSD and the City of Kent to provide the most efficient method of sanitary sewer service to this portion of the City while ensuring adherence to the City's development standards. Copies of these agreements are included in Appendix A. As development in Lea Hill occurs, the City will continue to work with both agencies to refine our respective planning areas as needed. 1.4.2 City of Pacific An interlocal agreement establishing sanitary sewer service area boundaries between the City and the City of Pacific was executed in 2008. This agreement allows Auburn to provide sanitary sewer service to property located on the eastern portion of Pacific's municipal boundary, which lies in the vicinity of CITY OF AUBURN 2024 COMPREHENSIVE SEWER PLAN 1- Page 9 of 505 CHAPTER 1 - INTRODUCTION AND BACKGROUND SEPTEMBER 2024 / DRAFT / CAROLLO Auburn's wastewater infrastructure. The agreement recognizes that Auburn has sufficient wastewater conveyance capacity to support the SSSA with maximum efficiency in the use of existing and future facilities, together with orderly and efficient sanitary sewer planning. The cities of Auburn and Pacific are considering allowing the area described in the agreement to be annexed by Auburn. A copy of this agreement is included in Appendix A. 1.4.3 Muckleshoot Indian Tribe Reservation The MIT reservation is located within and to the southeast of Auburn city limits, as shown in Figures 1.1 and 1-2. In 1997, the MIT, Indian Health Service, and City of Auburn entered into an agreement for the City to provide wastewater service to the MIT property located outside city limits, outside the potential annexation area (PAA), and outside the Urban Growth Area. An additional agreement, signed in 2004, superseded the 1997 agreement, and outlined cost sharing in the replacement and maintenance to the conveyance system from the south end of the City on Auburn Way South to the connection to King County's M Street Trunk. Two outcomes of that agreement were that (1) the MIT become a component agency of the King County Wastewater Treatment Division, which officially occurred in July 2004; and (2) the MIT would own a portion of the capacity within the Auburn Way South sewer line for the conveyance of sewage from a portion of MIT properties located outside the City's service area to King County. In 2013, Resolution 4902 established a master agreement/provision for City utility services on MIT lands. Lands owned by the MIT within the City SSSA are billed as ordinary ratepayers. Development of lands within the MIT reservation must be in accordance with the master agreement. MIT -related agreements are included in Appendix A. 1.4.4 Lakehaven Water and Sewer District In 2004, an interlocal agreement was established between LWSD (then known as Lakehaven Utility District) and the City delineating a mutual sewer service area boundary within a portion of the West Hill Service Area within the City. Amendments to this agreement were made in 2005, and 2018, transferring sewer service from LWSD to the City for portions of the area known as Jovita Heights -West Hill. Copies of both LWSD agreements are included in Appendix A. 1.4.5 City of Algona The City of Algona borders the City of Auburn to the southwest. In 2003, the cities of Algona and Auburn executed an interlocal agreement establishing sanitary sewer service area boundaries. The agreement allows Algona to provide sewer service to a small area in southwest Auburn, within the city limits and adjacent to Algona. Sewer service by Algona provides efficiency in the use of existing and future facilities. An additional agreement between Auburn and Algona was executed in 2020 to clarify the connection locations and billing responsibilities for several parcels located along the service area boundary. Copies of both Algona agreements are included in Appendix A. CITY OF AUBURN 2024 COMPREHENSIVE SEWER PLAN 1- Page 0 of 505 CHAPTER 1 - INTRODUCTION AND BACKGROUND SEPTEMBER 2024 / DRAFT / CAROLLO 1.4.6 City of Bonney Lake An addendum to a 1998 interlocal agreement establishing sanitary sewer service area boundaries between the cities of Bonney Lake and Auburn to roughly coincide with Auburn's PAA boundaries was executed in February 2005. The addendum added a single parcel to the City SSSA because the parcel was partially located in both Auburn's and Bonney Lake's service areas as a result of the previous agreement. In April 2005, an interlocal agreement was established for Auburn to provide sanitary sewer service to a parcel within Bonney Lake's SSSA (and designated within Pierce County's Urban Growth Area). The maximum efficiency in the use of existing and future facilities is achieved by having Auburn provide sewer service to this area within Bonney Lake. A subsequent agreement, executed in August 2005, allows for Bonney Lake to serve the parcel in question once a sewer franchise with Pierce County has been secured for the area of Pierce County in which this parcel is located. Copies of both Bonney Lake agreements are included in Appendix A. 1.4.7 King County In 2002, the City of Auburn was granted a sanitary sewer franchise from King County to operate, maintain, repair, and construct sewer mains, service lines, and appurtenances in, over, along, and under County roads and rights -of -way in areas that, at that time, were located within unincorporated areas of King County. The legal descriptions of the areas covered by that agreement were updated through an amendment approved in January 2013. Copies of the agreement and amendment (Resolution 5027) are included in Appendix A. That franchise agreement will expire in 2027, so a renewal of the agreement should be sought during this planning period. CITY OF AUBURN 2024 COMPREHENSIVE SEWER PLAN 1 Page 1 of 505 CHAPTER 2 - WASTEWATER SYSTEM GOALS AND POLICIES SEPTEMBER 2024 / DRAFT / CAROLLO CHAPTER 2 WASTEWATER SYSTEM GOALS AND POLICIES This chapter presents policies and standards that guide the operation and development of the City's wastewater collection and conveyance system. 2.1 City Comprehensive Plan Consistency The City Comprehensive Plan serves as the City's blueprint for managing growth, encompassing policies aimed at protecting critical areas and preserving natural resource lands. This plan also designates urban growth areas, outlines the preparation of comprehensive utility plans, and an implementation approach through capital investments, and development regulations. The City Comprehensive Plan provides a framework of policies for development, expansion, and maintenance of the Utility reflected in this Plan. 2.2 Business Practices/Asset Management The City desires to employ recognized best business practices that result in an efficient and cost-effective operation of the Sanitary Sewer Utility. The City shall identify the key business functions within the Sanitary Sewer Utility (e.g., billing, permitting, asset management, and planning) and develop supporting best business practices for each. The City understands that defining and implementing best business practices is a long-term effort and will require a stepwise approach. Given that the Utility is largely composed of physical assets that have the greatest value and deserve the greatest commitment to operate and maintain, the City shall continue to prioritize asset management. Asset management is a systematic approach to keep assets in good working order to minimize future maintenance and replacement costs, and especially to avoid costly deferred maintenance. The best practices for asset management involve systematically basing choices on an understanding of asset condition and performance, risks, and costs in the long term. Asset management best practices include: • Having extensive knowledge about assets and their costs for maintenance and replacement (i.e., detailed inventories). ■ Maintaining Levels of Service. ■ Taking a life -cycle approach to asset management planning. ■ Implementing the planned solutions to provide a reliable, cost-effective service. Since the adoption of the 2016 Comprehensive Sewer Plan, the Utility has compiled an inventory of assets and their conditions for approximate 70 percent of its current assets. The Utility shall continue implementing the above best practices during the next planning period. CITY OF AUBURN 2024 COMPREHENSIVE SEWER PLAN Page 52 of 505 CHAPTER 2 - WASTEWATER SYSTEM GOALS AND POLICIES SEPTEMBER 2024 / DRAFT / CAROLLO 2.3 Sewer Comprehensive Plan Policies, Standards, and Guidelines This Plan presents policies and standards related to system development, maintenance, funding, and general guidelines for Sanitary Sewer Utility operation. These policies define limits and outline how the wastewater collection system should be operated and maintained and are grouped within goal statements that are headlined under the following categories: ■ Service Area. ■ System Planning. ■ Operations and Maintenance. ■ Environmental Stewardship. ■ System Performance and Reliability. ■ Fiscal Responsibility. 2.3.1 Service Area Goal 1: Plan for sewer extensions and capacity upgrades to reflect the planning and growth projections included in the City's Comprehensive Plan, such that the public sewer system, when constructed, will have adequate capacity to support all future planned development. ■ Policy 1.1 - Incorporate the Comprehensive Sewer Plan as an Element of the City's Comprehensive Plan. • Policy 1.2 - Sewer Service provided by outside purveyors within City limits are required to obtain a franchise with the City and are required to conform to all federal, state, and local laws and regulations. (ACC 20.02.040 and 20.04). • Policy 1.3 - Future land use patterns for the SSSA will correspond to existing uses or current designations or as otherwise identified in the City's Comprehensive Plan. ■ Policy 1.4 - Require that, if a sewer system extension is needed to serve new development, that it is built prior to or simultaneously with such development, according to the size and configuration identified by the Comprehensive Sewer Plan and the City's Comprehensive Plan, as necessary to serve all planned development. (ACC 13.20.270). ■ Policy 1.5 - Require the owner of a property connecting to the public sewer system be responsible for the cost of the sewer line across the frontage of, and within their property (ACC 13.20.270), and for a proportionate share of the costs of pump stations, trunk lines, and other facilities specifically designed to enable service to a larger basin. As such: Property owners connecting to existing sewer facilities may be required to reimburse the installer of those facilities, if the facilities satisfy the responsibility described above. (ACC 3.25). Developers, or the City if it funds the construction, may be eligible to be reimbursed, by property owners connecting to the public sewer system, for the cost of installing those facilities that benefit multiple properties. (ACC 3.25). Required improvements may be deferred for reasons of efficiency, but the property owner will, in the future, be obligated to pay a proportionate share of the construction of that required improvement. CITY OF AUBURN 2024 COMPREHENSIVE SEWER PLAN Page 53 of 505 CHAPTER 2 - WASTEWATER SYSTEM GOALS AND POLICIES SEPTEMBER 2024 / DRAFT / CAROLLO 2.3.2 System Planning Goal 2: Plan for future service to all properties in the City within urban density areas. ■ Policy 2.1 - System planning will include a provision for future sewer service to all unsewered properties within the SSSA. ■ Policy 2.2 - Identify, through interlocal agreements, a sanitary sewer provider for those properties located within the City, but outside the City's SSSA. ■ Policy 2.3 - Consider, but not encourage, providing sanitary sewer service to properties outside the SSSA. Property owners outside the SSSA bear the burden of pursuing adjacent sewer providers for service prior to seeking service from Auburn. Considerations for service include: An analysis of the capacity of existing City of Auburn facilities. Required upgrades to City of Auburn facilities. Operational costs added to the Utility. Potential revenue from the added service area. Concurrence of the existing sanitary sewer service area provider. The temporary or permanent nature of the service. The need to permanently adjust the service area boundary and have it approved by the Boundary Review Board. Potential impacts to public health. ■ Policy 2.4 - Consider allowing properties within the SSSA to receive service from an adjacent sewer agency. Considerations for service by an adjacent agency include: Future City of Auburn sewer service plans and the anticipated short and long-term timing of such an extension. The effect of long-term capital costs on other future City of Auburn Customers. The willingness/ability of the adjacent agency to provide service. The temporary or permanent nature of the service change. The need to permanently adjust the service area boundary and have it approved by the Boundary Review Board. The potential impact on public health. Policy 2.5 - The Sanitary Sewer Utility does not intend and will not plan to extend sanitary sewer service to or through King or Pierce County rural zoned property. Exceptions will only be considered for reasons of health, safety, or service to a school in accordance with King or Pierce County policies and with the approval of King or Pierce County. • Policy 2.6 - Allow development where public sewer service is not readily available to be served by individual onsite (septic) systems, if the individual lots are suitable for onsite systems, per the requirements and approval of King County or Pierce County Department of Health, and the City's or Counties' development codes. The allowance of the use of onsite systems will consider City water resource protection efforts and possible impacts to city drinking water sources. (ACC 13.20.060, 13.20.080, and 13.20.090). CITY OF AUBURN 2024 COMPREHENSIVE SEWER PLAN Page 54 of 505 CHAPTER 2 - WASTEWATER SYSTEM GOALS AND POLICIES SEPTEMBER 2024 / DRAFT / CAROLLO • Policy 2.7 - Require a connection to public sewer if an existing onsite (septic) system fails and a permit to repair that system cannot be issued by the County Health Department that has jurisdiction. (ACC13.20.060 and 13.20.070). ■ Policy 2.8 - Maintain an asset database to be used in prioritizing asset maintenance and repair and replacement activities. The database includes asset age and material information, and will be validated and updated through inspections, records review, and other available information. 2.3.3 Operations and Maintenance Goal 3: Manage the extension of the public sewer system to minimize future costs to operate and maintain. ■ Policy 3.1 - Set standards for the design and construction of the sanitary sewer infrastructure primarily based on the technical criteria found in the most recent versions of the Ecology publication Criteria for Sewage Works Design (CSWD) and Washington State Department of Transportation (WSDOT)/ American Public Works Association (APWA) Standard Specifications. (ACC 13.20.270). ■ Policy 3.2 - Maintain specific criteria for the design and repair of public and private sewer systems, through the City of Auburn Engineering Design and Construction Standards. (ACC13.20.270 and 13.20.300). ■ Policy 3.3 - Require the transport of sewage by gravity whenever feasible in order to increase reliability, sustainability, and long-term cost effectiveness. • Policy 3.4 - Allow pumped systems when it is not feasible to install a total gravity system. Feasibility criteria include the relative elevations of the property to be served and existing sewer infrastructure and physical conditions, such as the existence and nature of critical areas, which may impact the constructability and maintainability of proposed gravity sewer extensions. ■ Policy 3.5 - Allow non -gravity services (e.g., grinder pumps, low-pressure force mains, or other on -site pumping facilities) in extenuating circumstances when service by gravity is infeasible, provided that the cost of installation, operation, and maintenance of a non -gravity system shall be borne by the property owner, community association, developer, etc. The City will evaluate applications for non - gravity services consistent with ACC 13.20.200. The City will not install, own, or maintain (outside of emergencies) any part of a private non -gravity system. (ACC 13.20.500 and 13.20.510). ■ Policy 3.6 - Give preference to the construction of fewer large public pump stations over a greater number of smaller public pump stations. ■ Policy 3.7 - Allow private sewer conveyance systems, consistent with Washington Administrative Code (WAC) 173-240-104(3)(b), within the SSSA as long as they are designed and operated per City standards and are not part of sewer extensions to other parcels. Multiple connections per parcel are allowed. (ACC13.20.500). 2.3.4 Environmental Stewardship Goal 4: Design, operate, and maintain the public sewer system in a manner that increases reliability and efficiency, and demonstrates environmental stewardship. ■ Policy 4.1 - Comply with all federal, state, and local regulations in operation and maintenance of the City's wastewater collection and conveyance infrastructure. CITY OF AUBURN 2024 COMPREHENSIVE SEWER PLAN 2- Page 55 of 505 CHAPTER 2 - WASTEWATER SYSTEM GOALS AND POLICIES SEPTEMBER 2024 / DRAFT / CAROLLO • Policy 4.2 - Prevent storm drainage from entering the sanitary sewer system and pursue inflow and infiltration (1/1) reduction for the purposes of eliminating or reducing required capacity upgrades and reducing maintenance costs (to include reducing wear and tear on pump stations) when determined to be cost-effective. (ACC13.20.130). • Policy 4.3 - In order to protect public health and the environment, require a property owner to promptly repair any private sewer system failure. If the property owner fails to do so, the City will take such action, as it deems necessary, to prevent or rectify an overflow, including but not limited to temporarily suspending occupancy of the premises or repairing the system at the property owner's expense. (ACC 13.20.500 and 13.20.510). ■ Policy 4.4 - Support the use of reclaimed water technologies where economically feasible. City staff will evaluate opportunities for reclaimed water use and support initiatives where the benefits outweigh costs. ■ Policy 4.5 - Size the sewer collection system for peak wet weather flow rates that include 1/1 flows. Gravity sewers will be sized to convey the once- per-20-year peak hour flow without surcharging. • Policy 4.6 - Size pump stations and force mains for peak wet weather flow rates that include 1/1 flows. Pump stations will be sized to convey the once per 5-year flow with one pump out of service and convey the once per 20-year flow with all pumps in service. ■ Policy 4.7 - Maintain, operate, and repair public sewers and portions of private side sewers located within public rights -of -way, except when damage is caused by discharges from private property or trees located on private property. (ACC13.20.120 and 13.20.182). ■ Policy 4.8 - Review complaints/citizen reports and claims made against the City for damages caused by sanitary sewers to identify and make improvements as required. ■ Policy 4.9 - Communicate proactively with the community and stakeholders regarding wastewater service improvements. ■ Policy 4.10 - Investigate all customer service calls within 24 hours and record results in the computerized maintenance management system (CMMS). ■ Policy 4.11 - In cooperation with King County, seek to eliminate prohibited discharges to the public sanitary sewer system. (ACC 13.20.140, 13.20.156, 13.20.158, and 13.20.160). • Policy 4.12 - Require that businesses which may introduce fats, oils, and greases (FOG) into the waste stream have a grease interceptor installed and maintained to minimize FOG discharge to the public sewer system. (ACC 13.22.020). 2.3.5 System Performance and Reliability Goal 5: Apply asset best management principles to the City's sewer infrastructure. • Policy 5.1 - Develop and implement system improvements, infrastructure renewal (repair, rehabilitation, or replacement), and M&O programs for the wastewater system according to asset management principles that address the triple bottom line (economic, social, and environmental benefits and costs), minimize asset life -cycle costs, and incorporate risk management into decision making. • Policy 5.2 - Monitor the frequency and causes of any service disruptions and develop programmatic methods for reducing the number of disruptions. CITY OF AUBURN 2024 COMPREHENSIVE SEWER PLAN Page 56 of 505 CHAPTER 2 - WASTEWATER SYSTEM GOALS AND POLICIES SEPTEMBER 2024 / DRAFT / CAROLLO • Policy 5.3 - Perform condition assessments of critical assets, developing and implementing a condition assessment schedule for all critical assets. ■ Policy 5.4 - Assign industry standard design lives for sewage assets. The actual physical assessment will be compared to the theoretical design life to determine the optimal economic life. Seek to repair or replace system assets before they exceed their economic life. The number of high -criticality assets beyond their economic life will be minimized. ■ Policy 5.5 - Conduct maintenance activities at a level that is consistent with optimizing system reliability, asset economic life, and system performance. ■ Policy 5.6 - Maintain a level of reliability for pump stations provided by redundancy of critical mechanical and electrical components. Provide backup power generators or dual power feeds and provide a minimum of two pumps at each pump station. ■ Policy 5.7 - Implement the use of the National Association of Sewer Service Companies (NASSCO) Pipeline Assessment and Certification Program (PACP) for inspection of all pipelines. • Policy 5.8 - Create, update on a routine basis, and use an emergency response plan for critical facilities. ■ Policy 5.9 - When necessary, work on private property on private assets when the private asset is negatively impacting the public system. If the condition requiring such work is the responsibility of the owner, the City shall seek to recover the costs for the work. (ACC 13.20.510). ■ Policy 5.10 - Replace or repair private side sewers as part of a City initiated project to reduce 1/1 of extraneous water into the sanitary sewer system where shown to be cost-effective versus capacity improvements. (ACC13.20.130). ■ Policy 5.11 - Monitor the frequency, location, and details of all odor -related complaints. At a minimum, respond, research the cause of, and propose control methods once three complaints per month at a site are documented. ■ Policy 5.12 - Take adequate measures to ensure system security. At a minimum, maintain security at pump stations by using the SCADA system (motion detection, intrusion alarms) to alert City personnel when unauthorized access is occurring. ■ Policy 5.13 - Take appropriate measures to ensure the redundancy and security of data related to the sewer system, including, but not limited to the supervisory control and data acquisition (SCADA), CMMS, GIS, and closed-circuit television (CCTV) systems as well as permitting and other development records. ■ Policy 5.14 - Encourage employee participation in workshops, seminars, and other education programs to improve job skills. The City may pay fees and employees' time for the required certification testing, as well as required annual renewal fees if such certification is a job requirement. CITY OF AUBURN 2024 COMPREHENSIVE SEWER PLAN Page 57 of 505 CHAPTER 2 - WASTEWATER SYSTEM GOALS AND POLICIES SEPTEMBER 2024 / DRAFT / CAROLLO 2.3.6 Fiscal Responsibility Goal 6: Manage the sewer utility funds and resources in a professional manner in compliance with applicable laws, regulations, and City financial policies, which requires ongoing monitoring of revenues and expenses in order to make prudent business decisions and report to City officials, as needed, regarding the status of utility operations. ■ Policy 6.1 - Implement an adequate system of internal financial controls and adopt a biennial budget. ■ Policy 6.2 - Remain a self -supported enterprise fund; however, grants and other alternative financing may be sought and used. ■ Policy 6.3 - Assess appropriate rates and system development charges (SDC) to fund the ongoing maintenance, operation, and capital expenditures of the Utility, in accordance with the Comprehensive Sewer Plan. Periodic cost of service studies shall be completed to reassess the monthly service and SDCs. ■ Policy 6.4 - Maintain adequate reserves for operation and maintenance, capital improvement, and Sewer revenue bond obligations in order to ensure that the Utility can provide continuous, reliable service and meet its financial obligations under reasonably anticipated circumstances. ■ Policy 6.5 - Establish Sewer rates at a level sufficient to pay expenses and maintain adequate reserves. ■ Policy 6.6 - Structure Sewer rates to allocate costs fairly and equitably among different customer classes. ■ Policy 6.7 - Charge uniform Sewer rates for all Utility customers of the same class throughout the SSSA. ■ Policy 6.8 - Consider providing rate assistance programs for qualified specific low-income seniors or totally or permanently disabled citizens. ■ Policy 6.9 - Establish fees and charges to recover utility costs related to development. ■ Policy 6.10 - Require new customers to substantially pay for the costs of improvements designed to accommodate growth, while the costs to operate, maintain, repair, replace, and improve the existing system capacity are paid by all sewer system customers. ■ Policy 6.11 - Sustain funding for the CIP at a level sufficient to maintain system integrity. • Policy 6.12 - Reinvest in Utility capital assets in order to ensure that the integrity of the existing Utility plant and equipment is maintained. This reinvestment is generally referred to as repair and replacement (R&R). • Policy 6.13 - In addition to projects designed to maintain and replace existing facilities, seek to invest annually in system improvements designed specifically to upgrade the system in order to meet State regulations and the City's standards and criteria. These improvements may include upgrades to the sanitary sewer SCADA and data management systems, and upgrades to increase safety for both City personnel and the public, bring noncompliant infrastructure into compliance, and reduce environmental impacts. CITY OF AUBURN 2024 COMPREHENSIVE SEWER PLAN 2- Page 8 of 505 CHAPTER 2 - WASTEWATER SYSTEM GOALS AND POLICIES SEPTEMBER 2024 / DRAFT / CAROLLO • Policy 6.14 - Consider replacing or upsizing sewer facilities in the right-of-way whenever a street is to be substantially reconstructed or other significant utility work is to be completed, especially when sewer improvements are specifically identified in the Comprehensive Sewer Plan. In addition, consider street and other utility improvement needs when replacing or upsizing sewer facilities. • Policy 6.15 - Consider installing public sewer extensions by the formation of Local Improvement Districts whenever a street is to be substantially reconstructed or a new street built where public sewer does not currently exist. • Policy 6.16 - Consider investing in sewer extensions and the construction of pump stations based on the following considerations: Cost of the infrastructure. Size of the service area as measured by potential customers or customer equivalents. Potential coordination with other City Capital projects that will decrease the overall cost of the proposed extension. The ability to recoup costs from future customers whose connection was facilitated by the investment. CITY OF AUBURN 2024 COMPREHENSIVE SEWER PLAN 2- Page 9 of 505 CHAPTER 3 - PLANNING CONSIDERATIONS SEPTEMBER 2024 / DRAFT / CAROLLO CHAPTER PLANNING CONSIDERATIONS This chapter includes information related to the projected future development of the City and the resulting needs for capacity improvements to the wastewater collection and conveyance system. Recent needs for changes to land use planning efforts affecting the City SSSA are also discussed. 3.1 Planning Area The Comprehensive Sewer Plan Study Area is shown in Figure 1.2. It generally encompasses the area within the incorporated city limits of Auburn with the following exceptions (Shown on Figure 1.2): ■ Some areas on the West Hill are within the City but are served by the LWSD. ■ Some areas of Lea Hill are within the City but are served by the SCWSD or the City of Kent. • The City currently conveys flows from areas within Bonney Lake's service area that are adjacent to the southernmost boundary of Auburn's service area and for which Bonney Lake does not yet have adequate infrastructure. ■ The City currently serves a small area of the City of Pacificjust north of the White River. ■ The City currently serves an area of Unincorporated King County just west of the city limits. • There are several areas within the City which are islands of unincorporated King or Pierce County. These areas are within the City's urban growth area and sewer service area. 3.2 Basis of Planning An evaluation was made of the existing system conditions and for the projected flow conditions in 2044. Hydraulic modeling for the existing flow conditions was developed using measured rainfall, flow data collected from October 2020 to May 2022 and the physical characteristics of the existing collection and conveyance system. Future flow conditions were projected using estimated growth developed during the current preparation of the City's Comprehensive Plan. Housing Unit and Employment growth projections/goals were distributed to areas of expected growth throughout the City based on the availability, or anticipated availability of necessary infrastructure such as transportation and utilities, as well as the concentration of developable land. The anticipated additional flow from that growth was then incorporated into the hydraulic model to identify areas where increased capacity will be required as that growth occurs. CITY OF AUBURN 2024 COMPREHENSIVE SEWER PLAN Page 60 of 505 CHAPTER 3 - PLANNING CONSIDERATIONS SEPTEMBER 2024 / DRAFT / CAROLLO 3.3 Land Use Land use designations are used to encourage growth in areas where the City's infrastructure, including the sanitary sewer system, is or will be adequate to serve that additional growth. The City currently uses 13 land use designations within four general categories. Table 3.1 Land Use Categories Residential ■ Residential Conservancy ■ Single Family Residential ■ Moderate Density Residential ■ Multiple Family Commercial ■ Downtown Urban Center ■ Neighborhood Commercial ■ Light Commercial ■ Heavy Commercial ■ Mixed Use Industrial ■ Light Industrial ■ Heavy Industrial Public and Institutional ■ Open Space ■ Public/Quasi Public These designations, along with their accompanying zoning, aim to achieve the growth patterns included in the projections. Any changes to land -use designations during the current planning cycle are expected to support the projected growth, and therefore, expected to maintain the projected wastewater flows. The current land use designations for the City are shown in Figure 3.1 CITY OF AUBURN 2024 COMPREHENSIVE SEWER PLAN Page 61 of 505 CHAPTER 3 - PLANNING CONSIDERATIONS 167 S 277TH S NJ i 0 ...........o SF �FNr� qN�/�yRo u, G o FP � �PO �)tV I tIVII5tK LUL4 / VKAY I / IAKULLU w a _ ? SE 304TH ST y � ■ ■ s o �P m Q� �J P 18 h� SE LAKE HOLM RD 19"'a ` PL _ I ME 1. 167 _ NN r ,, T� m ill ELLINGSON RD i Legend Roads —•y City of Auburn Service Area Auburn City Limits Land Use Residential Conservancy Single Family Multi -Family Mr Downtown Urban Center Industrial Commercial Parks/Open Space - Public/Quasi-Public Urban Growth Area A Miles 0 0.33 0.65 Data Sources: City of Auburn, King County, ESRI Disclaimer: Features shown in this figure are for planning purposes and represent approximate locations. Engineering and/or survey accuracy is not implied. DR SE GREEN VALLEY RD EDWARDS m n ••i c mMunicipality Acres Percentage Unincorporated King County 57.07 0.32% v Unincorporated Pierce County 153.16 0.85% Pacific 4.07 0.02% Bonney Lake 41.54 0.23% Auburn 17700.42 98.58% Figure 3.1 City of Auburn Land Use Designations CITY OF AUBURN 2024 COMPREHENSIVE SEWER PLAN Page 62 of 505 CHAPTER 3 - PLANNING CONSIDERATIONS SEPTEMBER 2024 / DRAFT / CAROLLO 3.3.1 Description of Land Use Designations Below is a description of the characteristics and goals of each of the land use designations. Each of the categories and designations are accompanied by specific policies and associated zoning designed to achieve the described character. 3.3.1.1 Residential Residential Conservancy - This designation should consist primarily of low -density residential uses (one dwelling unit per four acres is allowed) and accessory agricultural uses in areas featuring environmental constraints or requiring special protection such as the Coal Creek Springs watershed area, low-lying areas along the Green River, and areas that are isolated from urban services. This designation will serve to both protect environmental features and to hold areas for higher density development until public facilities become available. • Single Family Residential - This designation is the predominant land -use category in the City. Maintaining and creating a diverse arrangement of interconnected subdivisions, neighborhoods, and communities that have a mix of densities and housing types; linkages with other residential areas and commercial hubs through nonmotorized modes, such as pedestrian and bicycling, and vehicular modes will be encouraged. Moderate Density Residential - These designated areas are planned to accommodate a variety of residential dwelling types. Varying densities may be permitted to provide a transition between single- family residential and other more intensive uses or activities (such as arterial streets) based on adjacent density, intensity, and/or character. Appropriate densities in these areas generally range from 7 to 20 dwelling units per acre. Dwelling types generally range from single-family dwelling to multiple -family dwellings, with larger structures allowed (within the density range) where offsetting community benefits can be identified. Multiple Family - This category shall be applied to those areas that are either now developed or are reserved for multiple family dwellings. Densities may range from 20 to 24 units per acre. These communities are served by transit, have nonmotorized connections to surrounding amenities and services, or have access to on -site amenities. 3.3.1.2 Commercial Downtown Urban Center - This category should be applied exclusively to downtown Auburn. The area should be developed in consistently with and conducive to pedestrian -oriented activities. The ambiance of the downtown area should encourage leisure shopping, provide services to local residents and area employees, and provide amenities that attract regional visitors and shoppers. Neighborhood Commercial - Low -intensity, small-scale commercial services that meet the daily needs of and complement the quality of the residential neighborhoods they serve. Commercial uses need to be carefully located, (if located within single-family residential neighborhoods), or should be buffered from single-family residential areas. These areas are characterized by lower traffic, fewer operating hours, smaller -scale buildings, and less signage than light commercial areas. CITY OF AUBURN 2024 COMPREHENSIVE SEWER PLAN Page 63 of 505 CHAPTER 3 - PLANNING CONSIDERATIONS SEPTEMBER 2024 / DRAFT / CAROLLO Light Commercial - This category represents the prime commercial designation for small- to moderate -scale commercial activities. These commercial areas should be developed in a manner consistent with and attractive to pedestrian -oriented activities. Such areas should encourage walkability, leisure shopping, engaging public space, and should provide other amenities conducive to attracting shoppers. Heavy Commercial - This category is intended to accommodate uses that would also facilitate a wide range of heavier commercial uses involving extensive storage or vehicular movement. 3.3.1.3 Industrial Light Industrial - This category is intended to accommodate a wide range of industrial and commercial uses. This designation is intended to provide an attractive location for manufacturing, processing and assembling land use activities that contribute to quality surroundings. A wide variety of appropriate commercial uses in this designation benefit from the location, access, physical configuration, and building types of these properties. It is distinguished from heavier industrial uses by means of performance criteria. All significant activities shall take place inside buildings, and the processing or storage of hazardous materials shall be strictly controlled and permitted only as an incidental part of another use. Heavy Industrial - This designation allows the full range of industrial uses, as well as certain heavy commercial uses that serve the needs of workers in light industries are also appropriate. 3.3.1.4 Public and Institutional • Open Space - This category shall be applied to areas that are owned by a public entity and maintained in a largely undeveloped state. It includes parks, watersheds, shoreline areas, significant wildlife habitats, storm drainage ponds, utility corridors with public access, and areas with significant development restrictions. Public/Quasi Public - This category covers those areas that are reserved for public or quasi -public uses. It is intended to include those areas of a significant size, and not those smaller public uses that are consistent with and may be included in another designation. These public uses include public schools, developed parks, and uses of quasi -public character such as large churches and private schools. 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. Streets, utilities, and other separate uses are not intended to be mapped separately as Public/Quasi-Public. 3.4 Sewer System Flow Components The City has separate sewer and stormwater collection systems, where only wastewater is conveyed in the sanitary sewer system. However, some groundwater and stormwater inevitably enter the sanitary sewer through defects in pipes and manholes (MH) and illicit storm drain connections. Therefore, sewer flows may vary substantially between dry and wet weather. The different flow components are described in the section below. CITY OF AUBURN 2024 COMPREHENSIVE SEWER PLAN Page 64 of 505 CHAPTER 3 - PLANNING CONSIDERATIONS SEPTEMBER 2024 / DRAFT / CAROLLO 3.4.1 Dry Weather Flow Components There are two components of dry weather flow: ■ Base wastewater flow (BWF). ■ Dry weather groundwater infiltration (GWI). 3.4.1.1 Base Wastewater Flow The BWF is the sanitary flow generated by routine water usage of the City's residential, commercial, and mixed -use customers. The collection system's primary function is conveying this flow. The flow has a diurnal pattern that varies by customer. Typically, a residential diurnal pattern has two peaks with the more pronounced peak following the wake-up hours of the day, and a less pronounced peak occurring in the evening. Commercial and mixed -use patterns, though they vary depending on the type of use, typically have more consistent higher flow patterns during business hours, and lower flows at night. Furthermore, a weekend diurnal flow pattern may vary from the diurnal flow experienced during a typical weekday. 3.4.1.2 Groundwater Infiltration Dry weather GWI enters the sewer system through defects such as cracks, misaligned joints, MH defects, and broken pipelines. Dry weather GWI only occurs when the relative depth of the groundwater table is higher than the depth of the pipeline and where there is a defect; therefore, it varies throughout the system. Dry weather GWI (or base infiltration) cannot easily be separated from BWF by flow measurement techniques. Therefore, dry weather GWI is typically grouped with BWF. 3.4.1.3 Average Dry Weather Flow Average dry weather flow (ADWF) is the average flow that occurs on a daily basis during the dry weather season and is representative of routine wastewater discharges into the collection system from customers as well as baseline groundwater infiltration. 3.4.2 Wet Weather Flow Components Wet weather flow (WWF) includes two components: • Inflow and Infiltration (1/1). ■ Wet weather GWI. 3.4.2.1 Inflow and Infiltration The stormwater 1/1 response in the sewer system to rainfall is seen immediately (inflow) or within hours after the storm (infiltration). Inflow is stormwater that enters the sewer system via a direct connection to the system, such as roof drain and downspout connections, leaky MH covers, and illicit storm drain cross -connections. Infiltration is stormwater that enters the sewer system by percolating through the soil and then through defects in pipelines, MHs, and joints. An adverse effect of 1/1 entering the sewer system is an increase both the flow CITY OF AUBURN 2024 COMPREHENSIVE SEWER PLAN Page 65 of 505 CHAPTER 3 - PLANNING CONSIDERATIONS SEPTEMBER 2024 / DRAFT / CAROLLO volume and peak flows so that the sewer system could be operating at or above its capacity. If too much 1/1 enters the sewer system, sanitary sewer overflows (SSO) could occur. 3.4.2.2 Wet Weather Groundwater Infiltration Wet weather GWI is not specific to a single rainfall event, but rather to the effects on the sewer system over the entire wet weather season. The depth of the groundwater table rising above the pipe invert elevation causes GWI. Sewer pipes within close proximity to a body of water can be greatly influenced by groundwater effects. Wet weather GWI is associated with extraneous water entering the sewer system through defects in pipes and MHs while the ground is saturated during the wet weather season. Wet weather GWI may occur throughout the year, although rates are typically higher in the late winter and early spring in the Pacific Northwest. 3.4.2.3 Peak Wet Weather Flow Peak wet weather flow (PWWF) is the highest observed hourly flow that occurs following the selected design storm event. PWWF in a sewer system can be more than ten times the base flow, causing utilities to construct high -capacity infrastructure to convey and treat these flows. For Auburn most of the basins have a peak factor below 5 for the 20-year design storm, with one small basin over 10 as noted in Chapter 5. 3.5 Average Dry Weather Flow Developing an accurate estimate of the future quantity of wastewater generated at build -out of the collection system is an important step in maintaining and sizing sewer system facilities, for both existing conditions and future scenarios. Base flow can be estimated for a wastewater system by comparing dry weather flow and wet weather flow at the various flow monitoring locations. To estimate ADWF for more specific areas, such as individual wastewater basins, dry weather flows are typically estimated based on the area contributing to flows and flow coefficients developed for each land use type. This method is developed based on the assumption that areas with similar land uses, such as low -density residential parcels, produce equivalent quantities of wastewater flow. System -wide flows can be compared to measured flows at flow monitor locations. This method of estimating base flows is an industry standard for planning and provides sufficiently accurate data for planning purposes. 3.5.1 Average Dry Weather Flow Development Existing ADWFs for each basin were estimated using data from the Flow Monitoring Program for each of the flow monitoring basins. ADWF was developed using the driest days from the flow monitoring period based on the following set of minimum criteria: ■ Less than 0.1 inch of rain the previous day. ■ Less than 0.4 inch of rain in the previous three days. • Less than 1.0 inch of rain in the previous five days. CITY OF AUBURN 2024 COMPREHENSIVE SEWER PLAN 3- Page 6 of 505 CHAPTER 3 - PLANNING CONSIDERATIONS SEPTEMBER 2024 / DRAFT / CAROLLO • Selected days must exhibit average -day flows within 85 percent to 115 percent of the average -day flows of remaining dry days. ■ In addition, those dry days that exhibited unusual flow patterns were not used to generate net dry day flow values for a basin. Characteristic dry weather 24-hour diurnal flow patterns for each site were developed based on the hourly data. The hourly flow data were also used to calibrate the hydraulic model for the observed dry weather flows during the flow monitoring period. Hourly patterns for weekday and weekend flows vary and were separated to better understand dry weather flow. Additional information on this process is outlined in Appendix B. 3.6 Wet Weather Flow PWWF in a wastewater collection system are caused by rainfall dependent 1/1. Peak hour flows can result in flows more than ten times the base flow, causing utilities to construct high -capacity infrastructure to convey and treat these extraneous flows. Existing and projected PWWFs are predicted using the hydraulic model and design storm used for this Plan. This analysis uses a 20-year recurrence interval design storm, illustrated in Chapter 5 - Wastewater System Analysis. This storm was identified in the 2012 King County 1/1 Study and corresponds to the recurrence interval within historical King County rainfall. To represent typical Pacific Northwest winter rainfall conditions, antecedent rainfall was added from historical data. Additionally, climate change risk was evaluated by modifying the design storm to represent possible changes to local rainfall based on the latest available research. Further details on the development of the design storm and climate evaluation can be found in Chapter 5 - Wastewater System Analysis. CITY OF AUBURN 2024 COMPREHENSIVE SEWER PLAN Page 67 of 505 CHAPTER 4 - DESCRIPTION OF EXISTING SYSTEM SEPTEMBER 2024 / DRAFT / CAROLLO CHAPTER DESCRIPTION OF EXISTING SYSTEM This chapter describes the existing wastewater collection and conveyance system and SSSA. The City provides wastewater collection services to city residences and businesses through multiple facilities including gravity sewers, pump stations, and force mains. The wastewater flow is conveyed to the King County Regional Wastewater System for treatment and disposal. The City's system consists of 17 sewer pump stations, approximately 5,500 MHs, and approximately 210 miles of sewers and force mains. The City's system is intended to collect and convey only sanitary flow, but the flow also includes rainfall -derived 1/1. There are no known SSO in the system. 4.1 Overview For purposes of discussion, the City's wastewater collection system is divided geographically into five major sewer basins. The descriptions of the five major sewer basins (Valley, West Hill, Lea Hill, Auburn Way South, and South Hill) are presented below and shown on Figure 4.1. 4.1.1 Valley Sewer Basin The Valley Sewer Basin is located on the valley floor and contains the oldest portions of the City's sewer collection system. Four primary King County trunk sewer lines (Stuck River Trunk Sewer, M Street Trunk Sewer, Auburn Interceptor Sewer, and Auburn West Interceptor Sewer) convey flow from south to north along this sewer basin, providing the backbone for service to the City. The Valley Sewer Basin receives flows from the other four sewer basins and conveys these flows to the King County sewer trunk lines. The topography of the valley is very flat with a minor incline, sloping down from the south end of Auburn (elevation 109 feet) to the north end of Auburn (elevation 53 feet). Seven pump stations are located within the Valley Sewer Basin to serve areas which are unable to reach the King County trunk lines by gravity. The City provides service to two small areas of unincorporated King County, located within the sewer basin. The Valley Sewer Basin is bounded by the Lea Hill and Auburn Way South sewer basins to the east, the South Hill Sewer Basin and the Cities of Algona and Pacific to the south, the West Hill Sewer Basin to the west, and the city of Kent to the north. 4.1.2 West Hill Sewer Basin The West Hill Sewer Basin includes areas located on the West Hill above the valley floor as well as areas of the valley adjacent to the hill. Flows from the West Hill Basin are conveyed to two King County trunk lines —the Auburn West Valley Interceptor and the Auburn Interceptor. Two pump stations serve portions of this basin. The Peasley Ridge Pump Station serves a small area on the westernmost edge of the basin. The Hudson Pump Station serves a flat area on the valley floor in the north end of the basin. The West Hill Sewer Basin is bounded by the Valley Sewer Basin to the east, city of Algona to the south, LWSD to the west, and City of Kent to the north. The western boundary of the West Hill Sewer Basin, which is also the western boundary of the service area, was established by interlocal agreements with LWSD in 2004, 2005, and 2018 (see Appendix A). CITY OF AUBURN 2024 COMPREHENSIVE SEWER PLAN 4-1 Page 68 of 505 CHAPTER 4 - DESCRIPTION OF EXISTING SYSTEM SEPTEMBER 2024 / DRAFT / CAROLLO 4.1.3 Lea Hill Sewer Basin The Lea Hill Sewer Basin is the portion of the city located to the east of the Green River. Sewer flows exit this basin into the Valley Sewer Basin by river crossings at the 8th Street Bridge or the Green River Siphon (see Section 4.2.4). Four pump stations serve the Lea Hill Sewer basin. The Rainier Ridge, Verdana, and Promenade Pump Stations are located on the east portion of the Lea Hill Sewer basin and convey sewage to high points on the hill where it can flow via gravity to the river crossings. The Riverside Pump Station serves low areas just east of the Green River and lifts sewage to the gravity sewer main that conveys flows across the 8th Street Bridge. There is a significant unsewered area in the north portion of the Lea Hill Sewer Basin. The area is substantially developed with single-family homes on lots between'/4-acre and 1 acre that use existing on -site septic systems. The northeast area of the sewer basin is served by SCWSD and the City of Kent (see Figure 4.1). The basin is bounded on the south and west by the Green River. The north and east boundaries of the Lea Hill Sewer Basin were established by a 2001 interlocal agreement with the City of Kent and by a 2006 interlocal agreement with the SCWSD (see Appendix A). 4.1.4 Auburn Way South Sewer Basin The Auburn Way South Sewer Basin is located east of the Valley Sewer Basin along Auburn Way South on the Enumclaw Plateau. It is geographically bounded by State Route 18 to the north and the White River to the south. The southeast portion of the Auburn Way South Sewer Basin borders the MIT reservation sewer service area. The City and the Muckleshoot Utility District jointly own a major trunk line that discharges to King County's Stuck River Trunk Line and/or the M Street Trunk Line at the northwest edge of the sewer basin. 4.1.5 South Hill Sewer Basin The South Hill Sewer Basin is bounded by the White River to the north and east, City of Pacific to the west, and City of Sumner and Pierce County to the south. Portions of the Pierce County area lie with the City of Bonney Lake's Sewer Service Area. The western half of the South Hill Sewer Basin has been developed as a residential area. The eastern half (east of Kersey Way) of the sewer basin is currently developed as a low -density residential area and is unsewered. There is a large 300-400-acre gravel pit that is intended to be developed as a residential area within the next several years. Its development will require the installation of a sewer pump station to convey the flow from at least a portion of that project. Three pump stations (Area 19, Terrace View, and North Tapps) serve the southern extent of the sewer basin. All of the flow from the South Hill Sewer Basin is conveyed to King County's Lakeland Hills Pump Station, then pumped to King County's Lakeland Hills Trunk sewer located in the Valley Sewer Basin. CITY OF AUBURN 2024 COMPREHENSIVE SEWER PLAN 4- Page of 505 CHAPTER 4 - DESCRIPTION OF EXISTING SYSTEM SEPTEMBER 2024 / DRAFT / CAROLLO 4.2 Sanitary Sewer Facilities The following sections provide information regarding the City's wastewater facilities. Locations of the pumping facilities, river crossings, King County trunk lines, and other key system elements are shown in Figure 4.2. Ownership of interceptor and collection system pipelines is indicated by line color. Figure 4.2 also shows the City's potable water pumps, wells, and reservoirs. The City draws its potable water from deep aquifer wells located throughout its geographical boundaries. While no sewage treatment facilities are located within the City, portions of the conveyance system are located in the vicinity of some of those wells. Most of the sewer lines are located more than 100 feet from the wellheads as stipulated for new sewer works by Ecology's CSWD (G2-1.5.3), two well sites are close to 100 feet from existing sanitary sewers in the central part of the system. As part of the sewer inspection activities outlined the Chapter 7 CIP, the distance between wellheads and sewers will be definitively measured at these sites. If sanitary sewers are within 100 feet from the wellheads, based on condition and other projects in the vicinity, the sewer distance can be addressed as part of the Sanitary Sewer Repair and Replacement/System Improvements project summarized in Chapter 7, following the outlined priority methodology. CITY OF AUBURN 2024 COMPREHENSIVE SEWER PLAN 4-71 Page 70 of 505 CHAPTER 4 - DESCRIPTION OF EXISTING SYSTEM �tl- I tIVItStK LUL4 / UKAt- I / IAKULLU S N G�RRU 5 KENT-DES MOINES RD S SE 248TH ST FOP w SE 256TH ST vwi w 2 > F- a � 167 � SFKF�Tk N q G/FyRO m CIF F2 Q N r = � S S 27 V 9 �j�itirwrwr.+ai.w.r-.-�...�—�.� j •.�•--rl — -•-----•--•—v vt - a • ; J . r.l �• WHill • West !.. z Data Sources: k _ - •• L..—.• M,. King County, • Sewer I Disclaimer: Fe —`tiL Lill, figure are for represent app w ' Engineering a ..—u is not implied � > a • m z w - ——•--� —` Z L.. y Lea SE 304TH ST �• _ %� Hill = a Sewer Basin 1 w .........Le —• , .f ' ' ° r West Hill Valley I Sewer Basin Sewer Basin SE LAKE HOLM RD II JOLTNO ' I G 11r ♦: :.�� I�■ ■ Auburn Way South Sewer Basin AUBURN WAYS STUCK RIVER DR South Hill Sewer 9` Basin sF ........... . Figure 4.1 Sanitary Sewer Basins CITY OF AUBURN 2024 COMPREHENSIVE SEWER PLAN Page 71 of 505 CHAPTER 4 - DESCRIPTION OF EXISTING SYSTEM SEPTEMBER 2024 / DRAFT / CAROLLO 'N ME�K��S` S MOINES SE 24I TH ST � Legend RD KENT-DES RD S 4 Rain Gauge N ^ Potable Water Storage > SE 256TH ST Tanks � a a O Wells within 100' of v S Sewer 167 x o F k�NT't OW Potable Water Wells gNc'l m FyRO ® Potable Water Pumps Sewer Pump Station by Owner o ® City of Auburn FF /LFP a King County S 277TH ST � •- -- .,��,o ® Private q W Sewer Mains by Diameter ��----�Yi� w '•+, ; w 8" or Smaller r.._,—,_.._ �..� �� .. • r-� x w —H 10" - 16" L� 0 18" or Larger ILL _••� 41 i King County Interceptors W o , Sewer Basins 3 z z a -• i Auburn Way South Sewer _ +• Basin i z Lea Hill Sewer Basin ■•F, a .......... - South Hill Sewer Basin I— r�••� Valley Sewer Basin W West Hill Sewer Basin I 1 Auburn City Limits '�■�■�rill.. W ��% _ y City of Auburn Service Area i W W pit Roads .i W f �o Parcels f W W o ! 1 • RGAUB P Miles • ■ 18 e■ •�■•�■!�'� P 0 0.35 0.7 1 - , 1 �� �� Data Sources: City of Auburn, /•,��•� �� King County, ESRI 18 1 • �J Disclaimer: Features shown in this J figure are for planning purposes and W �•1 hP represent approximate locations. Engineering and/or survey accuracy `•�~ �■ W W is not implied. �•-_. SE LAI 1 W 1 e 1 I ■ i 16f 3 B W ` �•��� SE GREEN VALLEY RD �. .� L 7 W u, 3 1 , �••�• STUCK RIVER DR i W �• W W _� 1` % 9L i c� ..................... .._.._.._.._..�._.,_.,_.�.._.._.._.._,.s •i o 0 0 ■.......................1 EDWARDS o i pp� s 1 E/ Z ■ m �`� � 1�•A•■1 i•` 7L.._.._„ 1 •� ts v-A o 0 m N 6 3 z H E N K Figure 4.2 Existing Wastewater Conveyance System CITY OF AUBURN 2024 COMPREHENSIVE SEWER PLAN Page 72 of 505 CHAPTER 4 - DESCRIPTION OF EXISTING SYSTEM SEPTEMBER 2024 / DRAFT / CAROLLO 4.2.1 Critical Infrastructure For planning purposes, the City considers all sewer pump stations, force mains, river crossings, and areas downstream of these facilities to be critical infrastructure. The critical infrastructure designation also applies to major trunk lines (pipes greater than or equal to 12 inches in diameter). Also, all gravity sewer lines serving the hospital, city hall, City maintenance facility, Justice Center, and fire stations are considered critical. These critical assets are shown in Figure 4.3. 4.2.2 Pump StationF Since preparation of the 2076 Comprehensive Sewer Plan, the City has added two new sewer pump stations associated with new developments, the Hudson, and Promenade Pump Stations. The City currently has 17 pump stations within its SSSA. The pump stations are listed in Table 4.1 along with their location and year of construction or most recent replacement. More detailed information regarding the pump stations is provided in Appendix C. Table 4.1 City of Auburn Sewer Pump Station Inventory Pump Station Year Cross Streets Approx�mate Address • -• Replaced South Hill Sewer Basin Area 19 2006 Lake Tapps Pkwy. E and west of 72nd St. SE 800 71st Street SE North Tapps 2007 Lake Tapps Pkwy. SE and west of 176th Ave. E 2610 Lake Tapps Pkwy. SE Terrace View 2007 East Valley Hwy. E and north of Terrace View Dr. SE 6005 East Valley Highway Valley Sewer Basin Auburn 40 2010 42nd St NE and 0 PI. NE 4159 0 PI. NE Ellingson 2011 41st St. SE, East of A St. SE 40 41st St. SE F Street 1980 F St. SE and 17th St. SE 1700 F St. SE Hudson 2020 S 287th St and West Valley Hwy 6408 S 287th St. R Street 1977 R St. NE and 6th St. NE 600 R St. NE Valley Meadows 1992 4th St. SE and V St. SE 2022 4th St. SE 8th Street 1974 J St. NE and 8th St. NE 900 8th St. NE 22nd Street 1967 22nd St. SE and Riverview Dr. 1950 22nd St. NE Auburn Way South Sewer Basin Dogwood 2010 Dogwood St. SE and 15th St. SE 1423 Dogwood St. SE West Hill Sewer Basin Peasley Ridge 2001 S. 320th St. and 53rd Ave. S 5225 S 320th St. Lea Hill Sewer Basin Promenade 2018 SE 312th St and 132nd Way SE 12900 SE 312th St. Rainier Ridge 1980 125th PI. SE and south of SE 318th Way 31809125th PI. SE Riverside 1981 8th St. NE and 104th Ave. SE 31902 104th Ave. SE Verdana 2011 118th Ave SE and SE 296th PI. 11807 SE 296th Place (Kent) CITY OF AUBURN 2024 COMPREHENSIVE SEWER PLAN Page 73 of 505 CHAPTER 4 - DESCRIPTION OF EXISTING SYSTEM SEPTEMBER 2024 / DRAFT / CAROLLO 4.2.3 Gravity and Force Main Collection System The City sewer collection system includes approximately 205 miles of gravity and 5 miles of force main pipe. The collection system is primarily composed of polyvinyl chloride pipe with an 8-inch diameter. Older areas of the collection system consist of concrete or clay pipe, which the City has been replacing with other material when repairs are required or anticipated. The City is continually updating its digital geographic and record -keeping systems to include pipeline information such as material, diameter, installation date, and TV reports. Figure 4.4 provides a visual representation (by overall system percentage) of pipeline characteristics, including unknown and/or unrecorded data. The largest current data gap is the installation date of collection system facilities. The recently formed Public Works GIS group has begun a more detailed inventory and data collection effort that is compiling data from a variety of sources to increase the reliability and usefulness of the system data. As part of the City's asset management efforts, City maintenance staff will verify collection system information during routine inspections. Additional conveyance facilities, primarily owned by King County, are also located within the Auburn SSSA. King County conveyance facilities are discussed in Section 4.3. 4.2.4 Side Sewer Laterals Generally, each building has a separate side sewer lateral connecting the building sewer to the public main. The Utility is responsible for the maintenance and repair of the portion of side sewer laterals within the right-of-way. 4.2.5 River Crossings The City of Auburn collection system contains two crossings of the Green River. The crossings are located at the 8th Street NE bridge and near 26th Street NE, both are shown in Figure 4.2. Detailed descriptions of each river crossing are provided below. 4.2.5.1 Green River Crossing (via 8th Street NE) The Green River crossing was constructed in 1965. The crossing consisted of a cast-iron pipe mounted on the 8th Street NE bridge. When the bridge was replaced in 1971, that pipe was replaced with a combination of ductile iron pipe and "reinforced plastic mortar pipe cast in concrete." Because the midpoint of the bridge is at a higher elevation than the bank on either side, the pipe does not have a positive downhill slope across the bridge and must rely on upstream pressure developed in the line as it comes down Lea Hill to force the flow across the bridge. The pipe continuing up Lea Hill is approximately 900 linear feet and is constructed of 14-inch-diameter cast-iron pressure pipe. At the bottom of the hill, just upstream of the bridge, a valve chamber once housed a mechanically operated control valve. The valve was originally designed to remain closed until pressure, as caused by the upstream pipe filling, opened the valve, and released the flow across the bridge. Due to significant development on the east side of the river, flow within this sewer segment became sufficiently high to maintain continuous scouring flow along the flatter portion of the pipeline, so the valve has been removed. CITY OF AUBURN 2024 COMPREHENSIVE SEWER PLAN 4- Page 4 of 505 CHAPTER 4 - DESCRIPTION OF EXISTING SYSTEM SEPTEMBER 2024 / DRAFT / CAROLLO 4.2.5.2 Green River Crossing (via Inverted Siphon at 26th Street NE) The inverted siphon across the Green River near 26th Street NE was constructed in 1986 and includes parallel 8- and 12-inch-diameter siphon pipelines. The 8-inch-diameter siphon is typically in use. When increased flows occur, wastewater will be redirected to the 12-inch-diameter siphon. If needed, both siphons are capable of operating together. The siphon facility includes a flushing manhole, located in Isaac Evans Park. CITY OF AUBURN 2024 COMPREHENSIVE SEWER PLAN 4- Page 5 of 505 CHAPTER 4 - DESCRIPTION OF EXISTING SYSTEM vJ � ER Rp S F�PG KENT-DES MOINCS RD S rn Op 1 11 lwl 4- G L o m N N Q � m o� S CityHall {�M Auburn Justice Cent City MaintE 0� �,tl` I tIVlbtK LUL4 / UKAt- I / IAKULLU SE 248TH ST Legend CFire Stations Medical Facility SE 256TH ST � Critical Service a sF Sewer Pump Station by Owner NTk❑ City of Auburn qN�/FyRo King County Private G1, Critical Sewers a King County Interceptors Other Auburn Sewer Main �•�-• ' r------ _•---,,,,; Auburn City Limits i � _ .y �,— City of Auburn Service Area L � Roads ,� ...� a Parcels 4-� @MENOMONEE===== Miles 0 0.35 0.7 --'-� Data Sources: City of Auburn, rut Q i King County, ESRI ® Disclaimer: Features shown in this figure are for planning purposes and ` represent approximate locations. 1 Engineering and/or survey accuracy is not implied. 30 ST •��.�•: r � _ r i �•t � o • P ■ -1 �J I,. J 1 �P ,�`•---�_.`� 18 SE LAKE HOLM R_D rgU a 14 I Figure 4.3 Critical Sewers CITY OF AUBURN 2024 COMPREHENSIVE SEWER PLAN Page 76 of 505 0.86%, 1.92% a, Pipe Material Pipe Installatinn nata 1.61% CHAPTER 4 - DESCRIPTION OF EXISTING SYSTEM SEPTEMBER 2024 / DRAFT / CAROLLO ■ NOT CURRENTLY COMPILED IN CMMS DATABASE (.86%) ■ <8 inches (1.92%) 8 inches (70.70%) 10 inches (10.06%) 12 inches (8.18%) ■ > 12 inches (8.28%) _-- ■NOT CURRENTLY COMPILED IN CMMS DATABASE (5.50%) ■ CLAY (1.85%) 7% ■CONCRETE (14.54%) ■DUCTILE IRON (2.57%) ■ PVC (75.54%) ■NOT CURRENTLY COMPILED IN CMMS DATABASE(46.66%) 01950s - 1960s (2.35%) 01970s (0.18%) 01980s (3.63%) 01990s (13.21%) 02000s (21.15%) 02010s (10.58%) 02020s (1.61%) Figure 4.4 City of Auburn Collection System Summary Statistics CITY OF AUBURN 2024 COMPREHENSIVE SEWER PLAN Page 77 of 505 CHAPTER 4 - DESCRIPTION OF EXISTING SYSTEM SEPTEMBER 2024 / DRAFT / CAROLLO 4.3 King County Conveyance The King County wastewater conveyance facilities serving the City include the Auburn Interceptor, Auburn West Valley Interceptor, Auburn West Interceptor, M Street Trunk sewer, the newly constructed Stuck River Trunk sewer, the Lakeland Hills Trunk sewer, and the Lakeland Hills Pump Station. As shown in Figure 4.2, the King County facilities convey wastewater from the south to the north, collecting flow from the Auburn SSSA. The Auburn West Valley Interceptor begins in Algona and flows through the West Hills sewer basin. The Lakeland Hills Trunk sewer and Auburn West Interceptor carry flow from the Lakeland Hills Pump Station north. The M Street Trunk sewer lies mainly on the eastern side of the Valley basin. The Stuck River Trunk sewer extends from the south end of the M Street Trunk sewer in a westerly direction, where it intersects the Lakeland Hills Trunk sewer. All flows are conveyed to the King County South Treatment Plant in Renton, Washington. King County has initiated a project to replace the Lakeland Hills Pump Station by 2031. The replacement station will serve the same basin as the existing station but will include elements to increase its reliability and maintainability. The capacity of the station will be designed to reflect future growth within its basin. 4.4 Infiltration and Inflow As part of the analysis of the 2016 Plan, the City used King County Decennial Flow Monitoring (from 2009-2011) and sewer pump station data to identify areas within the service area that may be experiencing high levels of 1/1. During this planning period, City staff hired a contractor to install temporary flow meters at specific locations within the potential high 1/1 areas to locate specific areas of high 1/1 more precisely. This monitoring corresponded with King County's most recent decennial flow monitoring effort (2020-2022), so that the data from both projects could be shared. The results and conclusions from this effort are included in Chapter 5. King County, along with the Metropolitan Water Pollution Abatement Advisory Committee (MWPAAC), which is made up of component agencies (Cities and Districts who operate sewer collection systems convey the wastewater to King County for treatment), have worked together since 2000 to measure 1/1 and have piloted several programs to identify and reduce 1/1. Actions included flow monitoring, smoke testing, CCTV inspection, and construction projects designed to reduce 1/1 to the extent that the required capacity of conveyance and storage facilities could be reduced. While the pilot projects were somewhat successful in reducing 1/1, it was not clear that costs of the projects were less than the costs of expanding downstream capacity to convey such flows. From 2017 until now, King County and MWPAAC have explored concepts to reduce 1/1 programmatically, focusing on private side sewers and the reduction of 1/1 over the long term. These efforts included developing or enhancing standards for side sewer construction, encouraging proactive maintenance for side sewers, and identifying and mitigating sources on private property. The strategy with the most potential impact is a proposal to require inspection and repair of side sewers at the point -of -sale of a property. Since this proposal will likely require legislative action and input from a large field of stakeholders, pursuit of that strategy may be included in the upcoming Clean Water Plan planning effort. CITY OF AUBURN 2024 COMPREHENSIVE SEWER PLAN 4- Page Y8 of 505 CHAPTER 4 - DESCRIPTION OF EXISTING SYSTEM SEPTEMBER 2024 / DRAFT / CAROLLO 4.5 Odor Control and Corrosion Sewer Policy 5.11 commits the City to monitor frequent odor complaints and to act when three per month are documented. City staff investigate all odor complaints to determine their source, persistence, and potential source if it can be identified. Strategies for mitigating odor include sealing sewer manhole lids, adding bioxide to pump station wet wells to minimize the generation of hydrogen sulfide gas, and filtering wet well ventilation at pump stations. These strategies have been effective, and the City currently has no sites where persistent odor has been detected or reported. City staff assess corrosion in the system as part of manhole inspections, CCTV inspections of sewer mains, and pump station wet well maintenance activities. The City has not identified any persistent widespread problems with corrosion, but as specific incidents of corrosion are identified those observations are recorded in the City's CMMS. Strategies for managing corrosion include replacing or lining (using Cured - in -Place Pipe) sewer mains, replacing corroded manhole rings and covers, and coating concrete pump station wet wells. 4.6 Industrial Waste Discharges As part of its conveyance service, the City accepts industrial waste from permitted industrial waste dischargers. King County staff manage the industrial waste program, including permitting, inspection, record -keeping, and enforcement. While that responsibility lies mainly with County staff, City staff help to proactively identify potential dischargers as part of the business license review process. Table 4.2 below identifies the current industrial waste dischargers within the City SSSA. For updated Industrial Waste Discharge Permit information, contact King County's Industrial Waste Program by phone (206.477.5300) or E-mail (Info.KCIW@kingcounty.gov). Table 4.2 City of Auburn Industrial Waste Discharge Permits Company name Business type Address ABAF - Imaginetics Metal Finishing - Cfr 3410 A Street SE 433 Accurate Industries Metal Finishing - Cfr 433 Aero Controls Inc. - 20th Metal Finishing - Cfr Street 433 American Powder Metal Fabrication Coating 233 D Street NW 1610 20Th Street NW 3802 B Street NW Auburn Dairy Products Food Processing -Dairy 702 W. Main Street Inc. Auburn, City of - Decant Decant Station 1305 C Street SW Facility Boeing Commercial Airplane - Auburn Costco Optical Lab No. 190 - Auburn Formula Corp. - Auburn Metal Finishing - Cfr 433 Manufacturing-Misc Soap And Detergent Mfg - Cfr 417 700 15Th Street SW 1802 M Street NW 4432 C Street NE Permit Zero Discharge (Categorical) Minor Discharge Authorization Letter Of Authorization Permit Major Discharge Authorization Permit Major Discharge Authorization Permit 21.000 0 100 250 50.000 2.000 1.209.000 24.500 16.000 CITY OF AUBURN 2024 COMPREHENSIVE SEWER PLAN Page 79 of 505 CHAPTER 4 - DESCRIPTION OF EXISTING SYSTEM SEPTEMBER 2024 / DRAFT / CAROLLO Hexacomb Corp. General Type 2820 B Street NW, Suite Letter Of 705 111 Authorization Hospital Central Laundry - Linen 1600 M Street W Major Discharge 50,000 Services Association Authorization Inc. MechPro Inc. Metal Finishing - Cfr 1320 26Th Street NW #4 Zero Discharge 0 433 (Categorical) Oldcastle Infrastructure Cement/Readymix 2808 A Street SE Major Discharge 7.000 Authorization Ply Gem Pacific Manufacturing-Misc 5001 D Street NW Minor Discharge 19.000 Windows Corp. Authorization Plymouth Poultry Food Processing 3416 B St NW Letter Of 1.000 Vanguard Authorization Safeway Inc. - Auburn Vehicle Washing 3520 Pacific Avenue S. Letter Of 1,750 Distribution Center Authorization Skills Inc. -Auburn Metal Finishing - Cfr 715 30Th Street NE Permit 16,300 Facility 433 Thermaline Inc. Metal Finishing - Cfr 1531 14Th St NW Zero Discharge 0 433 (Categorical) Thyssenkrupp General Type 5002 D Street NW, Major Discharge 10,000 Aerospace, dba TMX Suite 104 Authorization Aerospace Waste Management Inc. Container Washing 701 2Nd Street NW Major Discharge 5,000 - South Sound Authorization WCR Inc. Metal Finishing - Cfr 3126 C Street Ne Permit 21,000 433 Fleet Clean Pressure Washing 104 49th Street NW Major Discharge 1,000 Authorization New Type Laboratory 3205 C Street NE Letter of 100 Wastewater Authorization Auburn Mechanical Manufacturing 22 42nd Street NW 19,000 King County Industrial Waste staff have indicated that the overall volume of industrial waste flows has generally been consistent and primarily concentrated during working hours during weekdays. While the City does not limit or prescribe the number or types of industrial businesses in the City, it is assumed that collectively, the amount and quality of future industrial wastewater flows from those businesses will be similar to existing flows. City Engineering staff manage commercial restaurant dischargers in accordance with ACC Chapter 13.22. Maintenance activities related to commercial pretreatment facilities, specifically the City's FOG Reduction Program, are discussed in Chapter 6, Section 6.3. CITY OF AUBURN 2024 COMPREHENSIVE SEWER PLAN 4- Page k of 505 CHAPTER 4 - DESCRIPTION OF EXISTING SYSTEM SEPTEMBER 2024 / DRAFT / CAROLLO 4.7 Water Reclamation and Reuse Reclaimed water is wastewater that has been treated to a level at which it can be used safely and effectively for beneficial, non -drinking water purposes. The City does not currently use reclaimed water because there are no nearby sources or transmission pipelines for reclaimed water. While immediate opportunities are not available, the City is in favor of the concept of water reuse, and as technology, economics, and/or the development of infrastructure makes such use feasible, the City would encourage its use. The City participates in the King County reclaimed water program, which completed a Reclaimed Water Comprehensive Plan in 2012, and includes a completed King County Water Reclamation Evaluation Checklist, a copy of which is included as Appendix E, as part of the Water System Plan (WSP). This section summarizes the regulatory framework surrounding the generation and use of reclaimed water, potential reclaimed water sources and users, and City planning for near -term reclaimed water use within the City SSSA. 4.7.1 Regulatory Framework The state has identified reclaimed water as an important water resource management strategy that offers benefits related to potable water supply, wastewater management, and environmental enhancement. State law supports the beneficial reuse of reclaimed water for consumptive applications (such as irrigation, commercial and industrial process use, etc.) and non -consumptive purposes (including groundwater recharge via surface percolation or direct injection, wetland enhancement, and stream flow augmentation). DOH and Ecology have developed standards that guide the planning and development of reclaimed water projects and systems. These standards, summarized in the jointly published Water Reclamation and Reuse Standards (September 1997), describe the allowable beneficial uses of reclaimed water and the required levels of treatment appropriate for each use. The Standards establish four classes of reclaimed water; A, B, C, and D. Class A reclaimed water represents the highest level of treatment, referring to water that is oxidized, coagulated, filtered, and disinfected to certain standards. Of all levels of reclaimed water, Class A is acceptable for the widest range of uses. Additional clarification and guidance related to the design of reclaimed water facilities are provided in Ecology's Criteria for Sewage Works Design (Ecology, 2008). Ecology prepared draft reclaimed water regulations (WAC 173-219) to further define and provide guidance for reclaimed water facilities and uses. The rule -making process began with legislation in 2006 that amended the Reclaimed Water Use Act, Revised Code of Washington (RCW) Chapter 90.46, and directed Ecology to coordinate with DOH, form a stakeholder Rule Advisory Committee, and adopt a comprehensive rule for reclaimed water use by December 2010. The overall goal was to develop a Reclaimed Water Program through rules, guidance, and statutes that runs smoothly and consistently while protecting public health and the environment. Several drafts of the proposed rule were made available for review by stakeholders, and significant comments were submitted, but the rule -making process was suspended by executive order before it could be completed. Ecology reactivated the rulemaking process in June 2014. The revised reclaimed water rule was incorporated into WAC 173-219 in 2018. CITY OF AUBURN 2024 COMPREHENSIVE SEWER PLAN 4- 4 Page 1 of 505 CHAPTER 4 - DESCRIPTION OF EXISTING SYSTEM SEPTEMBER 2024 / DRAFT / CAROLLO 4.7.2 Potential Reclaimed Water Sources This section identifies potential sources of reclaimed water in the vicinity of the City SSSA. Receiving water from any of the existing treatment plants would involve the construction of long (7-1 S mile) pipelines since none of them are located in or immediately adjacent to Auburn. Also, since reclaimed water cannot be mixed with potable water, all of the options listed below would also require the installation of a separate reclaimed water distribution system to convey that water directly to potential users. 4.7.2.1 King County City of Auburn wastewater is treated at King County's South Treatment Plant, located in Renton, approximately 13 miles north of Auburn. Although South Plant does generate reclaimed water for onsite uses, nearby irrigation, and habitat restoration, there are no existing or planned transmission lines south to the City of Auburn. The status of current King County reclaimed water comprehensive planning is discussed in Section 4.6.3. 4.7.2.2 City of Sumner The City of Sumner wastewater treatment plant is located approximately 8 miles south of the city of Auburn. Sumner does not currently produce reclaimed water for offsite uses, but the City will continue to monitor Sumner's plans for reclaimed water use to determine if transmission of reclaimed water from Sumner to the City is feasible and cost-effective for potential users within the City SSSA. 4.7.2.3 Lakehaven Water and Sewer District LWSD owns and operates two wastewater treatment plants, the Lakota and Redondo facilities, located approximately seven miles to the west and northwest of the City. LWSD does not currently produce reclaimed water but has evaluated the feasibility of producing reclaimed water for landscape irrigation and groundwater recharge. Because the Redondo facility site is limited with respect to expansion area, reclaimed water improvements, if implemented, would likely occur at the Lakota facility. The City will continue to monitor LWSD planning efforts with respect to reclaimed water production and reuse. 4.7.2.4 City of Auburn Although the City does not operate a centralized wastewater treatment plant, a smaller, satellite reclaimed water production facility could feasibly be installed at one of the City's pump stations. A satellite facility could be used to capture wastewater flows from a specific basin, and then generate reclaimed water for uses nearby. While a range of treatment approaches may be employed at a satellite facility, many utilities are implementing membrane bioreactor (MBR) technology in these types of applications, because of the small footprint required relative to other, more conventional forms of wastewater treatment. Solids generated at the satellite facility would be returned to the collection system and conveyed to King County's South Treatment Plant. While currently, the capital investment for such a facility is prohibitive as technology and cost effectiveness improves, such a facility would be considered. CITY OF AUBURN 2024 COMPREHENSIVE SEWER PLAN 4- Page k of 505 CHAPTER 4 - DESCRIPTION OF EXISTING SYSTEM SEPTEMBER 2024 / DRAFT / CAROLLO 4.7.3 Potential Reclaimed Water Users Starting in 2009, King County began development of a Reclaimed Water Comprehensive Plan to evaluate expansion of its existing reclaimed water program over a 30-year period. The City of Auburn supported the County's planning process by providing non -potable water use data by specific parcel. City staff and elected officials also participated in reclaimed water workshops held at key points in the County planning process. Although the Reclaimed Water Comprehensive Plan was not completed, some of the concepts evaluated during that process will inform the development of a plan for reclaimed water as part of King County's Clean Water Plan. The most likely reclaimed water customers would be in the irrigation class, as noted in the WSP. 4.7.4 Reclaimed Water Summary The City of Auburn is not planning any specific capital improvements related to producing and/or conveying reclaimed water for the following reasons: ■ King County and other nearby treatment plant sources of reclaimed water are unlikely to be developed for use within the City SSSA in the near term. ■ The City currently has adequate water supply in the near term and the need for offsetting potable water demands is low at this time. • The capital costs related to design, construction, and permitting of a reclaimed water production facility are large relative to the benefit at this time. The City acknowledges the value that a reclaimed water program might offer in the future, especially if a nearby reclaimed water source with associated conveyance piping is extended to the City's SSSA. The City will continue to monitor reclaimed water planning by nearby purveyors, the adequacy of the City's water rights to meet current and future potable water demand, and the industrial user base, or other significant user to evaluate whether reclaimed water is a feasible and economically viable alternative. City staff will also continue to participate in King County's Clean Water Plan to promote the City's interests in County policies, criteria, and implementation strategies. CITY OF AUBURN 2024 COMPREHENSIVE SEWER PLAN Page 83 of 505 CHAPTER 5 - WASTEWATER SYSTEM ANALYSIS SEPTEMBER 2024 / DRAFT / CAROLLO CHAPTERS WASTEWATER SYSTEM ANALYSIS 5.1 Introduction The City customer base continues to increase through system growth by development, redevelopment, and connection of on -site system properties that were not previously connected to the system. With the additional customers served, some of the City's sewer infrastructure may reach its conveyance capacity. This chapter presents an evaluation of the available capacity of the existing system to convey current and future projected sewer flows and develops appropriate CIP to address any deficiencies. Using the City's updated and re -calibrated collection system hydraulic model, major pipes and lift stations in the collection system were evaluated using the established capacity criteria. The modeled collection system consists primarily of large gravity sewers which represents a skeletonized version that includes all key components of the system. The modeling focused on the key conveyance infrastructure, neglecting smaller collector pipes which generally have adequate capacity to convey the flow. This approach reduces the modeling computational effort, while providing necessary conveyance information. Additional details on the hydraulic model update and calibration can be found in Technical Memorandum (TM) 1 - Model Calibration Report (Appendix B). The collection system was evaluated for two planning scenarios: ■ Existing - Based on 2020-2021 flow monitor data. ■ Future year 2044 - Based on traffic area zone (TAZ) projected population and employment developed from Puget Sound Regional Council projections by Leland Consulting Group.12 This chapter presents potential deficiencies under both existing and future conditions and includes an 1/1 analysis. 5.2 Design and Performance Criteria Defining performance criteria and key conveyance events is a critical step in the master planning process because it sets evaluation metrics for the collection system infrastructure's ability to meet service goals set by the City. It is important to differentiate performance criteria from design criteria when judging the performance of collection system infrastructure: ■ Design criteria establish the standards for designing and constructing new sewers and lift stations. ■ Performance criteria establish the standards that are used to analyze adequacy of existing facilities and to trigger infrastructure improvements meeting design criteria. The collection system's function is to convey sanitary flows from residential and commercial customers to King County's trunk system that takes flows to the King County South Treatment Plant. However, additional wet weather flow from rain and groundwater sources may enter the system that also need to 1 Auburn Comprehensive Plan: Industry Composition, Location, and Work from Home Memo I Draft, 10/6/2023, Leland Consulting Group. z Auburn Comprehensive Plan: TAZ Allocations under No Action and Preferred Land Use Scenarios I Draft, 10/6/2023, Leland Consulting Group. CITY OF AUBURN 2024 COMPREHENSIVE SEWER PLAN Page 84 of 505 CHAPTER 5 - WASTEWATER SYSTEM ANALYSIS SEPTEMBER 2024 / DRAFT / CAROLLO be conveyed. Wet weather flows vary with storm size, intensity, and timing. For planning purposes, a design storm is simulated in the hydraulic model, which is used as the evaluation point for the modeled infrastructure. The following sections describe the City's established design criteria and performance criteria used in this analysis. 5.2.1 Design Storm Design storms are simulated rainfall events used to analyze the performance of a collection system under peak flows and have a specific recurrence interval and rainfall duration. The National Oceanic and Atmospheric Administration publishes isopluvial (rainfall contour) maps that can be used to approximate the total rainfall depth for a range of design storms. Additionally, an appropriate hydrograph for the storm is required to distribute the rain through the design period. Finally antecedent conditions should be considered, as Pacific Northwest storms tend to span multiple days which can lead to saturated ground conditions increasing runoff. The best approach to address hydrograph and antecedent conditions is to base analysis on a historical precedent. The City has selected a weather event from 1996 with a recurrence interval of 20 years for the design storm based on an analysis done for the 2016 Comprehensive Sewer Plan. At that time, a long-term simulation was done with rainfall data from January 1, 1949 through December 31,2012 to identify 20-year peak flow frequency. The third largest event appeared to have a 25- year recurrence and fourth largest appeared to have an 18-year recurrence, with both events producing similar peak RDII flows of 27.19 mgd and 27.03 mgd, respectively. Therefore, the third largest event that occurred on February 5, 1996 was selected to represent the 20-year design storm. Figure 5.1 shows the historical design storm used for the capacity analysis. A period of rain events occurred over five days. The storm peak lasts 24 hours at the end of the event, with a peak rainfall intensity of 0.29 inches per hour and a 24-hour volume of 2.39 inches. 0.5 WER 0.4 0.35 L 0.3 :i rAi- cv w 0.2 92 0.15 0.1 0.05 C 2/2/1996 2/4/1996 2/6/1996 2/8/1996 2/10/1996 Figure 5.1 20 Year Design Storm CITY OF AUBURN 2024 COMPREHENSIVE SEWER PLAN Page 85 of 505 CHAPTER 5 - WASTEWATER SYSTEM ANALYSIS SEPTEMBER 2024 / DRAFT / CAROLLO 5.2.2 Climate Risk As described in the previous section, the performance criteria for this master planning effort are evaluated using historical events and by performing statistical analysis to determine the likelihood of recurrence. This is standard practice but does not incorporate expected local and regional climate changes in the future. Over the coming decades, it is expected that the Pacific Northwest will see extreme precipitation events with increasing frequency. To help plan for this future, this master planning effort evaluated regionally-downscaled climate model results from the University of Washington Climate Impacts Group (CIG). CIG has statistically downscaled an ensemble of global climate models to a 12-km grid and provides expected increases in 1-hour and 24-hour precipitation for various recurrence intervals. These values were used to determine the expected percent change for the 20-year design storm characteristics (peak rainfall intensity of 0.29 inches per hour and a 24-hour volume of 2.39 inches) for the future year being evaluated (2044) as well as the end of the century. Since CIG averages model results over a 30-year period, 2044 is represented by the 2030 - 2059 model ensemble results and the end of the century is represented by 2070 - 2099. Table 5.1 and 5.2 show the ensemble average, maximum and minimum results for both time periods. Table 5.1 Summary of Potential Future Characteristics for the Design Storm, 2030 - 2059 Ensemble Average Ensemble Minimum Maximum Ensemble Peak Intensity (inches per hour) 0.36 (+24%) 0.46 (+58%) 0.26 (-10%) 24-hr Volume (inches) 3.85 (+17%) 5.07 (+54%) 2.89 (-12%) Table 5.2 Summary of Potential Future Characteristics for the Design Storm, 2079 - 2099 EnsembleParameter � Average Ensemble Minimum Maximum Ensemble Peak Intensity (inches per hour) 0.42 (+45%) 0.59 (+103%) 0.30 (+2%) 24-hr Volume (inches) 4.24 (+29%) 5.76 (+75%) 3.39 (3%) These results were used in the existing models to analyze the adequacy of existing facilities and can be used to set future design criteria. Climate change modeling will continue to advance, with new techniques and improved computer processing allowing for more robust projections in the future. In 2021, the Intergovernmental Panel on Climate Change released the most recent major update to the global Coupled Model Intercomparison Project. CIG is currently working to downscale results from those models and compare them to the previous generation used in this study. Following CIG's work, it is recommended that the City review those results to determine if further changes to future design criteria are required. 5.2.3 Conveyance System It is common practice to use a diameter -based flow depth criteria for pipes both when evaluating exiting sewers and designing new sewers. The depth/diameter (d/D) ratio is defined as the depth (d) of flow in a pipe divided by the pipe's diameter (D). For the conveyance system, the design criteria and performance criteria are outlined below and shown in Figure 5.2: ■ Performance Criteria: During PWWF for the design storm, water levels should not surcharge pipes (maximum d/D of 1.0). Pipes that surcharged and exceeded a d/D of 1 and were less than 6 feet from the ground surface in manholes were considered deficient. In Figure 5.2, the hydraulic grade line (HGQ is surcharged and therefore would be considered deficient. CITY OF AUBURN 2024 COMPREHENSIVE SEWER PLAN 5- Page 86 of 505 CHAPTER 5 - WASTEWATER SYSTEM ANALYSIS SEPTEMBER 2024 / DRAFT / CAROLLO • Design Criteria: Sewers shall be designed to not surcharge or flow at a maximum d/D of 1.0 at peak flow rates for both existing and build -out conditions. Ground Surface L _1 HyArau!ic Grade Lire Hi �-.............. Performance G ft Criteria -••--... %........................................... Design Criteria d%D > I Figure 5.2 Design and Performance HGL Criteria 5.2.4 Lift Stations and Force Mains Any new lift station recommendations will need to follow Washington State Department of Ecology's Criteria for Sewage Works Design (Orange Book) recommendations for lift stations and force main construction to meet Ecology requirements. Ecology's requirements are outlined below: ■ The firm capacity of a pumping station shall be equal to or greater than the peak hourly design flow. Because mechanical and electrical equipment is typically designed for a 20-year life, it is recommended that the peak design flow be based on a 20-year forecast or greater. ■ The number of pumps selected shall allow the station to provide the peak design flow with the largest pump out of service. • The station shall be designed to remain fully operational during the 100-year event. ■ Pumps should be designed for pumping sewage and capable of passing solids at least 3 inches in diameter. Pump suction and discharge should be 4 inches or greater. The City's performance criteria requirements for existing lift stations include firm capacity (i.e., capacity with largest pump out of service) and force main velocities. According to Washington's Orange Book, firm lift capacity shall be provided to manage the design storm peak hour flow, also known as the PWWF, from the lift station's tributary area with the largest pump out of service. Therefore, the City's lift stations should have sufficient firm capacity to pump the PWWF during the design storm. The evaluation of existing force mains is based on recommendations in the Orange Book for a maximum pipe velocity of 8 feet per second or less during the PWWF for the design storm. The design of new force mains should keep the minimum velocity above 2 feet per second to minimize solids settling. CITY OF AUBURN 2024 COMPREHENSIVE SEWER PLAN Page 87 of 505 CHAPTER 5 - WASTEWATER SYSTEM ANALYSIS SEPTEMBER 2024 / DRAFT / CAROLLO 5.3 Future Conditions Flow Projection The 2044 scenario flow projection was based on the existing condition flows developed in Appendix B, TM 1 - Model Calibration Report Section 1.6. 5.3.1 Future Conditions Average Dry Weather Flow Development TAZ blocks provided estimates of existing (2021) and future (2044) units of employment, single family, multi family, housing units, and population. These TAZ blocks were spatially joined to the modeled catchment layer to determine the units in the City's collection system. Figure 5.3 outlines the TAZ blocks within the City's service area. Table 5.3 outlines the TAZ unit type for 2021 and 2044. The unit type increase was used to calculate a scaling factor, or the unit of increase between the 2021 and 2044 units. The scaling factor was used to project the future ADWF for every catchment in the collection system. The project sanitary flow summary by TAZ type are shown in Table 5.3. Table 5.3 Flow Projections Summary Single Family 14,841 21,631 1.46 3.03 4.50 Multi -Family 16,985 20,578 1.21 0.90 1.16 Employment 47,738 65,674 1.38 4.49 6.25 Housing Unit 31,457 42,219 - - Population 86,149 114,056 - - Total - - - 8.45 11.92 Notes: mgd - million gallons per day. 5.3.2 Future Conditions Wet Weather Flow Assumptions Figure 5.4 identifies the portion of the collection system that is currently developed with available sewer in yellow, the portion that likely will not be developed is in red, and the orange section identifies areas that can be developed or are not currently connected to a sewer. The areas shown that likely cannot be developed are due to steep slopes greater than 40 percent grade or large wetlands occupying a large portion of the area. There are likely smaller areas within the system that similarly cannot be developed, but are not easily captured in the larger planning effort. It was assumed that all developable parcels would be developed and connected for the 2044 scenario in the model including those with on -site systems, contributing a WWF 1/I component from the contributing area. It was assumed that the 1/I of future sewered areas would be 1,500 gallons per acre per day (gpad) during the design storm. This I/1 rate is slightly higher than the King County target value of 1,100 gpad, providing a level of conservatism in projecting future peak flows, and closer to the actual level of 1/I into the system. The hydrologic model components Model A and rainfall derived infiltration (RDI) were set at 0.65 percent and 2.58 percent respectively, to represent such an I/1 rate. Figure 5.5 below shows a detailed map of the City's existing and future sewer system, including future pump stations and mains. CITY OF AUBURN 2024 COMPREHENSIVE SEWER PLAN Page 88 of 505 CHAPTER 5 - WASTEWATER SYSTEM ANALYSIS Jtl` I tlVlbtK LUL4 / UKHr 1 / IAKVLLL SFkFll,T kqryGCFYRO w w > r^ z GAF Q C iL o S 277TH ST v 5 1 2 3 4 GAG 352 9 6 7 12 8 13 11 14 16 15 > 21 17 19 = 22 23 26 a of 31 24 29 25 27 z 32 28 33 34 35 36 30T39 353 37 20 38 40 53 49 44 54 55 52 47 48 50 w 41 63 w > 62 64 56 66 61 65 67 72 68 57 69 70 78 0 73 74 75 a 77 80 z z 79 , 3 81 PF S E O T T 82 92 93 83 0 94 84 85 86 87 F292P 88 89 90 91 99 a 97 SE 95 96 � 100 101 103 104 98 105 106 107 109 111 119 112 113 114 115 102 117 120 108 118 116 121 122 L'41 125 126 123 127 128 129 130 124 131 133 132 142 54 138 139 140 134 135 136 137 143 144 150 153 145 146 147 •148 149 155 157 151 152 158 159. 160 162 156 QO r -T66 161 O 188 167 179 165 171 175 163 18 169 1J2 184 174 176 177 186 189 190 192 194 185 204 196 198 199 200 1208. 201 3 O 202 209 203 2.10+206 214 215 207 �2 18 117 217 218 219 220 221 216 J�J j 225 230 222 223 224 h r 1 226 227 SE LAKE HOLM RD j 234 229 235 231 232 233 228 7 236 237 238 247 23' 240 241 242 j 243 244 245 246 248 249 53 251 252 2254 oc j w 255 256 ~• IIgY 258 257 a ♦� 259 �¢ 260 261 262 SE GREEN VALLEY RD g 3 354 264 265 266 267 N 270 27$ 263 = 269 271I 275 > 274 277 281 282 283 273 276 278 279 280 285 286 > 291 284 227 w 292 290 288 289 � 293 294 295 STUCK CK RIVER DR 297 296 301 302, 303 298 299 304 311 305 300 306 308 309 310 307 �3172313 ELLINGSON RD 314 315 316 317 tiQ �s 319 318 F� 321 320 F 324 322 323 325 Legend 326 329 327 328 331 332 Q TAZ (with TAZ Number) 330 City of Auburn Service Area 333 334 1 I j Roads 1 340 338 339 337_ EDWARDS Parcels .�" �`�••�ti 341 343 342 1 344 Sewer Basins j 345 346 347 U 3 Auburn Way South Sewer 348 349 Basin VP .a.. 351 Lea Hill Sewer Basin > 350 ..+ South Hill Sewer Basin v Valley Sewer Basin _ - West Hill Sewer Basin o z �� � A > Miles 0 O.S 1 Data Sources: City of Auburn, King County, ESRI Disclaimer: Features shown in this figure are for planning purposes and represent approximate locations. Engineering and/or survey accuracy is not implied. - I \ l I Figure 5.3 TAZ Data CITY OF AUBURN 2024 COMPREHENSIVE SEWER PLAN Page 89 of 505 CHAPTER 5 - WASTEWATER SYSTEM ANALYSIS F.-I S 259n, St L Flonaolno.d Bond Natural A — it T PO I 441 ft Tudn, sa Park SE 270th St "Is �tl- I tlVlbtK ZUZ4 / UKAt- I / LAKULLL) I I t --------- P... I., Tro. 0 Perk 'likely , , ME . ..16 Y a un smaller u Data Sou o6m. % 1. King Cou I =841h St Disclainne figure are q represent ��.._ :..._..il' i.. tit hi Engineen is not imr F: F ............ rp f L ... eo—..r. 4V— . .. . .. . .. . .. . .. . . j 108 oa Z7 r ...................... 1, 'to In I Algona Algona Park 66 A/ Ellingson Rd .. . .. . . 7 J let Ave E w Pacific+rd Ave SE 167 P—fit� ft,k .. . .. . .. ... .. ... .. ... .. ... .. . . - — -- — -- — -- — -- — -- -- V E,,,., J s Rd E 16th F 181h S1 E i r........... Lah, Tapp, Perk 241n es F-T-L"- so, 12th St E cp 'ot, Tappsisland Topp. 1.1.nd G'" C,U,w ry Figure 5.4 Future Contributing Areas CITY OF AUBURN 2024 COMPREHENSIVE SEWER PLAN Page 90 of 505 71 CHAPTER 5 - WASTEWATER SYSTEM ANALYSIS SEPTEMBER 2024 / DRAFT / CAROLLO Legend City of Auburn Future Pump Station Future Sewer LPFM Mains , _ k -' Future Sewer Force Mains P_ lam, i W77i —Future Sewer Gravity Mains T ' Existing Sewer Pumps IN City of Auburn ' { •- y'g'� S INKing County ■ Private iii y T Existing Sewer Mains by Diameter 8" or Smaller i ��il 10" - 16,E ! 71e 1 — 18" or Larger t- — King County Interceptors • _N City of Auburn Service Area h ` Parcels - Q _ Twenty Foot Contours Hundred foot Index Contours I Waterbodies w°u� tEw,21 J tails 0.6 �• 7 �I 9 tY 9 ry { I � t i g re pl ' g p rMosez and F I ry IIM1 � P n PP to . r / j} �.i., i y TM t T ?. I I 1 4 - I 'I �.0, MR�0l� c11�'s 1 j 1 M� Cl RJR j� I �- J an I . P i -- -------- Ing ................ .I ..__..--_._. .._.._.._.._.._. . _.. - � I i I A, =uture Sewer System CITY OF AUBURN 2024 COMPREHENSIVE SEWER PLAN Page 91 of 505 CHAPTER 5 - WASTEWATER SYSTEM ANALYSIS SEPTEMBER 2024 / DRAFT / CAROLLO 5.4 Gravity Collection System Deficiencies A capacity analysis of the modeled collection system was performed using the City's calibrated hydraulic model, the design storm, and referring to the above outlined evaluation criteria in Section 5.2. The capacity analysis entailed identifying areas in the sewer system where the performance criteria or the capacity of lift stations was exceeded. 5.4.1 Key Causes of Deficiencies The calibrated hydraulic model was run with the design storm to determine areas that may be triggering potential capacity deficiencies based on the system performance criteria. The key causes triggering deficiencies in the City's collection system included: ■ Adverse slopes and misaligned inverts. • Pipe restrictions (a single or few smaller diameter pipes between larger diameter pipes). ■ Pipe diameter too small or at too flat a slope to convey the PWWF. 5.4.2 Existing System Potential Deficiencies For the existing planning scenario, the current PWWF was routed through the hydraulic model. The peak HGL in manholes and gravity pipelines were compared to the established performance criteria. In general, the modeled collection system has sufficient capacity to convey existing flows during the design storm. The existing deficiencies are relatively minor; their locations are shown on Figure 5.6 in red and yellow. Figure 5.7 also identifies shallow manholes (manholes with a depth less than 6 feet). A total of 7,428 feet of pipe is surcharged, 1 manhole (MH) may flood, and 47 MI -Is are within 6 feet of the rim during the design storm. 5.4.3 2044 Potential System Deficiencies For the 2044 planning scenario, additional contributing areas, and additional dry weather flow (DWF) were added to the model based on the projected growth identified in Section 5.3. In general, system HGL increases with additional flows. A total of 16,842 feet of piping may surcharge during PWWF, 3 MH are potentially flooding and 64 MI -Is are within 6 feet of the rim. The 2044 deficiencies are identified in red and yellow on Figure 5.7. The 2044 deficiencies with the climate change design storm are shown in red and yellow on Figure 5.8. The climate change design storm leads to 29,538 feet of surcharging pipe, 6 MH potentially flooding and 76 MHs within 6 feet of the rim. CITY OF AUBURN 2024 COMPREHENSIVE SEWER PLAN Page 92 of 505 CHAPTER 5 - WASTEWATER SYSTEM ANALYSIS �,tl-' I tIVlbtK LUL4 / V KAt- I / L.AKVLLI = Legend M EKE R ST I Deficient Manholes SE 248TH ST w KENT-DE b 16J ;n1 t 0 Flooding Manhole O 6 Feet from Rim Pipe not Modeled a > SE 256TH ST ? Gravity Main s Deficient Modeled Pipe � J FNr�q (d/D>1) 167 �G�Fygo - Modeled Pipe Shallow Manholes ■ y Force Main <"2 a _ ti King County Interceptor to` Sewer Pump Station 1 City of Auburn Service •_••� 1.._ ._.._..�1 * + - 1. _.� Area Ir Ir j a w Roads a Waterbodies _ F 1 v �_.� Miles 0 0.35 0.7 j�� �1 0 �• Data Sources: City of Auburn, Za 1 King County, ESRI ,�• 2 ! Disclaimer: Features shown in this n '! v~i �71f figure are for planning purposes and J�"� represent approximate locations. ! z Q�jY Engineering and/or survey accuracy _•�.� z / I I I or • is not implied. Fa- _••_• •��•_�s S i • _ C—. r <2 1 I -nT f j 1—•._.._.._.._ . is mom' J 1s ti. •— 'r'••_••_.._..� \ \ SE LAK(PHOLM RD a � 1 l :r' • UB N S SE GREE VALLEY RD C•• • ._.._'�� •• ` •—••—••1 STUCK RIVER DR L 167 , ., < WAR.Ds 1<1 A. � r � 0 LU m �. rZV 'r Vp r u W ' Lake Tapps 5 W r QQ� �xlP \\\"I LAW Figure 5.6 Existing System Deficiencies CITY OF AUBURN 2024 COMPREHENSIVE SEWER PLAN Page 93 of 505 CHAPTER 5 - WASTEWATER SYSTEM ANALYSIS �,tl-' I tIVlbtK LUL4 / V KAt- I / L.AKVLLI Legend M EKE R ST �❑- Sewer Pump Station SE 248TH ST w KENT-DE b 16% '; n1 t Deficient Manholes • Flooding Manhole O 6 Feet from Rim a > SE 256TH ST ? Pipe not Modeled a s Gravity Main � J 167 �Nrkq'vG�F�Ro _ ��D j1) t Modeled Pipe Modeled Pipe ■ �F Shallow Manholes F2 a �iG = Force Main 9 277 ��aP � • D City of Auburn Service VO j._ �.Area _ r ..► ••' 1• •• ••�1 !1 + King County Interceptor * u, • �r • j a w Waterbodies a ._..� • �..�.� o Roads z z A Miles vwi 0 0.35 0.7 j�� �1 0 ••—• Data Sources: City of Auburn, Za 1 King County, ESRI ! Disclaimer: Features shown in this �' •! v~i •_�71f figure are for planning purposes and represent approximate locations. Engineering and/or survey accuracy _•�.� z / I o: • is not implied. 1i <2 1 I �I• f j 1 _•._.._.._.._ is mom' / P �j •—••—••_.._..� \ SE LAK(HOLM RD j - SR 1g a � 1 Z— • i :r• UB N S SE GREE VALLEY RD C•• • •_••_'�� •• > �.•� ` •—••—••1 STUCK RIVER DR L 167 .� < ._.._.. ............... EbVbARDs i r ` ` c Q 0 LU m �. rZV 'r Vp r u W ' Lake Tapps 5 W r QQ� �xlP Figure 5.7 2044 System Deficiencies CITY OF AUBURN 2024 COMPREHENSIVE SEWER PLAN Page 94 of 505 CHAPTER 5 - WASTEWATER SYSTEM ANALYSIS �,tl-' I tIVlbtK LUL4 / V KAt- I / L.AKVLLI Legend M EKE R ST �❑- Sewer Pump Station SE 248TH ST w KENT-DE b 16% '; n1 t Deficient Manholes • Flooding Manhole O 6 Feet from Rim a > SE 256TH ST ? Pipe not Modeled a s Gravity Main � J 167 SNrkq'vG�F�Ro _ ��D j1) t Modeled Pipe Modeled Pipe ■" �F Shallow Manholes F2 a �iG = Force Main 9 277 ��aP � • D City of Auburn Service VO j._ �.Area _ r ..► ••' 1• •• ••�1 !1 + King County Interceptor * u, • �r • j a w Waterbodies a ._..� • �..�.� o Roads z z A Miles vwi 0 0.35 0.7 j�� �1 O ••—• Data Sources: City of Auburn, Za 1 King County, ESRI ,�• 2 ! Disclaimer: Features shown in this �' •! v~i �_�71f figure are for planning purposes and represent approximate locations. ! z —••—• _.. Q w I� Engineering and/or survey accuracy �.� z / I or S • is not implied. = I f 1 s L.� -!.•� �o r InT • z.»II II •—•-� � . 1• o 1• f j 1 .......is mom' a j s� � 1s 1 r� ti '—••—••_.._..� \ SE LAK(HOLM RD j - SR 1g a � 1 Z— • i :r• UB N S SE GREE VALLEY RD C•• • •_••_'�� •• > �.•� ` •—••—••1 STUCK RIVER DR L 167 ., < ._.._.. ............... EbVbARDs i r ` ` c Q 0 LU m �. rZV 'r Vp r u W ' Lake Tapps 5 W r QQ� �xlP Figure 5.8 2044 Climate Change Design Storm System Deficiencies CITY OF AUBURN 2024 COMPREHENSIVE SEWER PLAN Page 95 of 505 CHAPTER 5 - WASTEWATER SYSTEM ANALYSIS SEPTEMBER 2024 / DRAFT / CAROLLO 5.5 Lift Station and Force Main Evaluation Ensuring lift stations have adequate capacity to convey PWWFs is important for preventing sewage overflows at or near lift stations. In accordance with the established performance criteria, the City's existing modeled lift stations were evaluated to determine if each one has the available capacity to convey existing and future PWWFs with the largest pump out of service (i.e., its firm capacity). If a lift station has inadequate capacity to pump the PWWFs, the water level in the wet well may rise to the overflow point, spilling sewage. The City's hydraulic model includes 14 of the 17 City owned lift stations located in the collection system. The estimated current and future PWWFs were compared to the 14 lift stations' firm capacities. Lift stations with an influent PWWF above the existing firm capacity were flagged as deficient. Table 5.4 summarizes the results of the lift station evaluation. Rainier Ridge and Dogwood are shown as deficient under 2044 PWWFs. Table 5.4 Lift Station Analysis Area19 2 650 325 120 124 Terrace View 2 1,350 675 114 282 Ellingson Road 2 3,054 1,527 1,355 1,456 Auburn 40 2 880 440 ---(2) ---(2) F Street 2 800 400 265 370 Riverside 2 800 400 126 198 R Street 2 200 100 50 58 Peasley Ridge 2 550 275 47 115 Rainier Ridge 2 400 200 184 366 Valley Meadows 2 250 125 20 66 22nd Street 2 1,100 550 90 109 8th Street 2 300 150 94 106 North Tapps 2 1020 510 24 28 Verdana 3 3,000 2,000 975 1,219 Dogwood 2 600 300 239 395 Hudson 2 1,200 600 ---(2) --- (2) Promenade 2 348 174 ---(2) ---(2) Notes: (1) The total and firm capacity of the station is based on the pump design point, assuming the pumps will be able to steadily deliver the flow. (2) The model is skeletonized, including only larger diameter piping and key connections, these pumps our outside of the modeled portion of the system. gpm - gallons per minute. CITY OF AUBURN 2024 COMPREHENSIVE SEWER PLAN Page 96 of 505 CHAPTER 5 - WASTEWATER SYSTEM ANALYSIS SEPTEMBER 2024 / DRAFT / CAROLLO 5.6 Inflow and Infiltration Evaluation 1/1 occurs in all sanitary sewer systems. Infiltration is defined as water entering the sanitary sewer system through pipes, joint connections, manhole covers, and walls. Inflow is defined as water discharged to the sanitary sewer system through connections to roof drains, yard drains, foundation drains, and cross connections with storm sewers and combined sewers. The combination of 1/1 may be a major portion of the total wastewater flow which is carried by the sanitary sewer system. The City of Auburn 2076 Comprehensive Sewer Plan, Brown and Caldwell (2016 CSP) provided recommendations to improve the City's collection system. The Auburn Washington Rainfall Derived Infiltration and Inflow Report 2022, ADS (2022 RDII Report) provided an initial look at the 1/1 across the City. The results of both the analyses are summarized below: ■ Current levels of 1/1 were not causing capacity -related issues (2016 CSP). ■ Recommended the City to do an initial 1/1 investigation to support an eventual 1/1 management program (2016 CSP). ■ Sewer extension projects are recommended to serve every parcel within the City limits. • Two of the larger basins, Y-1 and Y-3 exhibited slightly higher than the moderate threshold level of 10 gallons/linear feet/inch rainfall as RDII (2022 RDII Report). Converting to area based RDII shows that Y-1 is estimated at 2,700 gpad and Y-3 at 4,100 gpad. • The upper most part of basin A9 (sub basin A9e) is responsible for the large majority of RDII measured from this A9 area. In the basin A8 area, only sub basin A8b stood out as having potentially elevated RDII. Only the southern part of basin A7 (A7e and A7g) area stood out as having potentially elevated RDII (2022 RDII Report). These four basins had greater than 25 gallons/linear feet/inch rainfall, or all greater than 12,000 gpad. The City's hydraulic model can be used to estimate peak flows for the different flow monitoring basins and areas included in the model during the design storm. The following parameters were calculated to better understand 1/1 severity in the collection system: ■ Peaking Factor: Peaking factors are the ratio between peak flow and base sanitary flow and are commonly used for wastewater infrastructure design. These factors are derived by dividing the peak flow by the base sanitary flow for each basin. Due to the prolonged rainy season, wastewater agencies in the Pacific Northwest typically experience peaking factors from 2 to 10, and in some cases more than 10. Systems with a Peaking Factor of 3 or less are often considered as performing well. High Peaking Factors above 5 are typically signs of direct inflow to the collection system. Peak 1/1 Rate: The Peak 1/1 rate is the peak flow rate of all non -sanitary flows. Peak 1/1 rates are calculated by subtracting the base sanitary flow from the peak flow for each basin. Peak 1/1 rates are largely dependent on local hydrology, the condition of the collection system, and drainage connections, with the rate expressed in terms of gpad. The Peak 1/1 rate is calculated by dividing the Peak 1/1 flow by the total contributing area of land in acres in each basin. Peak 1/1 Rates can range from 1,000 gpad to over 20,000 gpad in areas in the Pacific Northwest. High peak 1/1 rates are usually signs of infiltration. CITY OF AUBURN 2024 COMPREHENSIVE SEWER PLAN 5- Page47 of 505 CHAPTER 5 - WASTEWATER SYSTEM ANALYSIS SEPTEMBER 2024 / DRAFT / CAROLLO Table 5.5 summarizes the peaking factor and 1/1 rate for each flow monitoring basin during the design storm. Figure 5.9 outlines the Peak 1/1 rate by flow monitoring basin. King County has a target 1/1 rate of 1,100 gpad during the design storm. Although some basins exceed the County target, the City average 1/1 rate is 1,446 gpad during the design storm. Table 5.5 1/1 Summary by Flow Monitoring Basin for the Design Storm Flow Gross ADWF Monitoring •• Basin Al 0.33 Gross PWWF •• 0.78 Net ADWF ••I 0.10 Net PWWF •• 0.24 I Contributing -. 244 11/1 Rate gpadPeakingFactor 627 2.4 Al c 0.23 0.54 0.15 0.32 151 1,180 2.2 Al d 0.08 0.21 0.08 0.21 52 2,417 2.5 A3 0.14 0.21 0.14 0.21 83 802 1.5 A4 0.25 0.40 0.25 0.40 113 1,273 1.6 A6 0.09 0.47 0.09 0.47 98 3,847 5.1 A7 0.14 1.28 0.14 1.28 109 10,409 8.8 A9 0.06 0.43 0.06 0.43 53 7,000 7.4 A10 0.29 1.15 0.05 0.66 115 5,366 14.4 Al 1(1) 0.07 0.43 0.01 0.00 17 - Al2 0.02 0.08 0.02 0.08 21 3,063 4.6 A13 0.04 0.11 0.04 0.11 63 1,048 2.5 A14 0.18 0.43 0.12 0.28 102 1,580 2.3 A15 0.06 0.15 0.06 0.15 72 1,300 2.7 A16 0.24 0.48 0.24 0.48 285 855 2.0 Y-1 0.40 1.01 0.40 1.01 94 6,454 2.5 Y-2 1.03 4.06 1.03 4.06 872 3,471 3.9 Y-3 0.66 3.63 0.66 3.63 541 5,494 5.5 Y-4 0.14 0.29 0.14 0.29 179 840 2.0 WINT003 3.26 8.11 2.32 2.91 1,871 314 1.3 MSTTR020) 2.73 7.99 0.62 0.25 482 AUBRN53 7.81 20.03 1.34 2.95 1,212 1,322 2.2 Average 1,446 Notes: (1) PWWF constrictions upstream limit net PWWF calculation, making it difficult to determine accurate 1/1 values in these basins. CITY OF AUBURN 2024 COMPREHENSIVE SEWER PLAN Page 98 of 505 CHAPTER 5 - WASTEWATER SYSTEM ANALYSIS .JV MEEKER ST SE 248TH ST KENT-DES M01 S RD S 0 w (7 w a > SE 256TH ST x a 0 S FNT 167 k��GCFyRO c S 277TH Q J , on. un: 1 1 0 �~ a r Legend Flow Monitoring Basins Roads Auburn City Limits City of Auburn Service Area GIS Sewer Mains by Diameter 8" or Smaller 10" - 16" 3 22 18" or Larger King County Interceptors Peak 1/1 Rate (gpd) 0 0-3,000 0 3,000-5,000 0 5,000-7,000 0 7,000-10,000 - Greater than 10,000 s zUnmetered A 3 Miles s 0 0.35 0.7 Data Sources: City of Auburn, King County, ESRI Disclaimer: Features shown in this _ figure are for planning purposes and represent approximate locations. RN Engineering and/or survey accuracy e is not implied. Al 0 �itYl tlVl t$tK LUL4 / VKAt- I / IAKULLL IL SE GREEN VALLEY RD .... r..,.-.. � r.'r.-:-r. r bra■rv.n,rrr■,�.■....���.....■�r.� 1 ............. j EDWARDS III! riffifil, IN 'MW Mier • I Figure 5.9 Peak 1/1 Rate by Flow Monitoring Basin CITY OF AUBURN 2024 COMPREHENSIVE SEWER PLAN Page 99 of 505 CHAPTER 5 - WASTEWATER SYSTEM ANALYSIS SEPTEMBER 2024 / DRAFT / CAROLLO 5.7 Remaining Useful Life One key criteria used for assessing vulnerability and long-term rehabilitation and replacement needs is a remaining useful life (RUL) estimate. This estimate represents how many years a pipe with a certain material has before the likelihood of failure significantly increases. Pipe age and material type are used to determine the RUL of the collection system pipelines. GIS data and field research were used to determine the type of material and year or decade that pipe segments were installed and identify data gaps. The City is in the process of updating its asset inventory, so the data to conduct a comprehensive analysis of RUL across the system is not complete. Upon substantial completion of the inventory work, the City should analyze the complete set of data to project rehabilitation and replacement needs. Pipe manufacturers establish a theoretical useful life based on pipe material; however, the actual useful life is also influenced by local soil conditions, aggressive wastewater materials, methods of installation, etc. The original useful life for pipe of known material varies from 75 years for concrete pipe (CP) to 100 years for vitrified clay pipe (VCP). Since the age and material data for some of the pipelines were unavailable, it is assumed that the original useful life for all pipes of unknown age and materials is 75 years. Table 5.6 presents the estimated useful life of pipes of various materials. Table 5.6 Useful Life of Pipes Polyvinyl Chloride 100 Unknown 75 Concrete 75 Vitrified Clay 100 Ductile Iron 75 High Density Polyethylene 90 Clay 75 Cured in Place Liner 75 Table 5.7 summarizes the City's gravity sewer system available information by material type and known age into short (less than 10 years), medium (10-20 years), and long-term (greater than 20 years) for replacement needs, as well as unknown where age or material type is not current in the GIS. The cells are color -coded to show the three categories of RUL and unknown; orange is the unknown, red indicates pipe that is expected to reach the end of useful life in the next 10 years or has reached its useful life, yellow represents pipe with a RUL of between 10 and 20 years, and green represents pipe that has a RUL of over 20 years. In total, approximately one percent of the existing collection pipes with a known installation year are expected to reach the end of their useful lives by the year 2034. The table shows that the City GIS database is currently missing information of material type and/or approximate installation year for a large portion of the system. CITY OF AUBURN 2024 COMPREHENSIVE SEWER PLAN 5-1 Page 100 of 505 CHAPTER 5 - WASTEWATER SYSTEM ANALYSIS SEPTEMBER 2024 / DRAFT / CAROLLO Table 5.7 Remaining Useful Life - Unknown 1,541 2,153 10,855 55,723 70,272 Clay 199 13,226 13,425 Concrete 14,998 8,219 119,443 142,660 Cured in Place Liner 3,408 3,408 Ductile Iron 14,860 9,616 24,475 High Density Polyethylene 18,759 4,555 23,315 Polyvinyl Chloride 443,899 381,190 825,089 Vitrified Clay I 3,2800) 3,280 3,280 Total 1,541 17,150 1500,199 587,033 1,105,923 Notes: (1) Likely greater than 20 years as material use was stopped more than 20 years ago. As noted earlier, prior to developing any detailed formal replacement and rehabilitation programs based on this information, a thorough assessment of the collection system asset management should be completed to update the age and material information in the GIS system where missing. Material and age of pipelines is critical to understanding when pipeline replacement may be needed. The material type and age will provide a picture of when the asset may need updating. The asset inventory effort should determine the following attributes for all City owned facilities: • Material. ■ Age of installation, or estimate based on material. As the majority of the system has more than 20-years or unknown remaining useful life, the City should focus on identifying the unknown information prior to the next plan update. Based on a complete picture of material and age, long term costing can then be developed to create an effect renewal and replacement program, thereby ensuring the long term reliability of this key City asset. While the RUL analysis provides a guide to when pipes may need replacing, short term decisions that prioritize which pipes to rehabilitate or replace must take other factors into account, including: ■ Pipe Condition Scores - Based on CCTV inspections and standard scoring criteria. ■ Pipe Criticality - The consequences of a pipe failure both for customers affected and environmental concerns. ■ Efficiency - Considering replacement or rehabilitation of pipes in conjunction with other City projects save funds. CITY OF AUBURN 2024 COMPREHENSIVE SEWER PLAN Page81101 of 505 CHAPTER 5 - WASTEWATER SYSTEM ANALYSIS SEPTEMBER 2024 / DRAFT / CAROLLO 5.8 Recommendations 5.8.1 Asset Inventory, System Inspections, and Remaining Useful Life An asset inventory effort is underway that will update the asset database with information available from as -built drawings and inspection records. An inspection program of laterals in City right-of-way (ROW) is being planned by the City to better understand current conditions. This inspection program would provide several key benefits for the City, including better information on pipe material, condition, and age. This program would allow for filling in GIS data gaps on pipe materials to enhance asset management capabilities. When updating GIS records with material, the installation date could also be added to the records to further improve understanding of a pipeline's potential remaining useful life. The inspection program would also provide significant insights on potential sources of 1/1 within the limited areas having elevated WWFs. 5.8.2 Capacity Evaluation Recommendations Figure 5.10 outlines the key conveyance deficiencies in the system, where a pipe is both surcharged and 6 feet from the rim. The figure identifies which scenario the deficiency is a part of with existing surcharged pipes shown in red, the 2044 surcharged pipes in green, and the 2044 with climate change pipes in purple. The figure also shows the peak 1/1 rate to help identify if 1/1 is a significant contributing factor. 1/1 investigation is recommended to address capacity deficiencies in basins with an 1/1 rate above 5,000 gpad. Ideally, the lateral inspection program would start with a high 1/1 basin. Table 5.8 outlines six different deficiency areas. These areas are classified by timing, recommendation, and extent of surcharging and deficient manholes. These areas are included withing the CIPs in Chapter 7 with some additional discussion, however not all of them have a specific CIP number associated with them. Area 1 has high 1/1 and is recommended for continued monitoring with a specific CIP Project 9. Area 4 is a large project with a specific CIP. Areas 2, 3 5 and 6 are all shorter lengths of piping and included within a programmatic CIP. 5.8.3 Future Population Growth Although this Plan anticipates population and employment growth projected during the development of the City Comprehensive Plan, recent legislation (e.g. HB1110 passed in 2023 and upcoming 1-1131245) may permit or promote growth in a manner not anticipated by this Plan. As growth occurs, the utility may need to reevaluate pump station or other conveyance systems to ensure adequate capacity exists. CITY OF AUBURN 2024 COMPREHENSIVE SEWER PLAN Page 11902 of 505 CHAPTER 5 - WASTEWATER SYSTEM ANALYSIS .JV MEEKER ST KENT-DES M01 S RD S S 277TH �..� ..1.._..i �._.. LT-1 Legend • Deficent Manhole o King County Deficent Manhole Deficency on King County Pipeline Model Deficiencies Existing Deficency 2044 Deficiency 2044+CC Deficency Modeled Pipe --- Sewer Force Main Remediation Areas Capacity Driven Deficiency 1/1 Driven Deficiency C� Flow Monitoring Basins Roads • City of Auburn Sewer Service Area Sewer Pump Stations • Shallow Manholes King County Interceptors L Peak 1/1 Rate (gpd) 0 0-3,000 0 3,000-5,000 5,000-7,000 7,000-10,000 0 Greater than10,000 NEI 3 Un*ered r r Miles -_ 0 0.35 0.7 Data Sources: City of Auburn, King County, ESRI Disclaimer: Features shown in this _ figure are for planning purposes and represent approximate locations. Engineering and/or survey accuracy e is not implied. 11 wit Al SE 248TH ST w u, w a > SE 256TH ST x a 0 RO c < �itY l tIVI l LUL4 / l I / C.HKULLt- i•j • 2 w ` N N ..r m ti � a A1c h N 1 � _••_• ti • Aid fl 00 0 2 Area-•1�� ao pK uu A3 Al -1 }�� ISE RN53 �� •p•� u j LArea-2. o R Qo ....�.. �D Area 6 aQ� A4 Area�3� r • • o f3p p� ° A6 I a i Q A9 A11 ° � L � � •,I � �AE�o � Al2 ! t 4 AUB-Y-2 •�a� �Q� 8 A10 ` •� ��° c�� �� e 1•._.._.. ms �I ❑ A 3 •� �.._r 18 J�� Al4 J� W Q e� 3�Q ❑ 15 "•••_.._.._.,� SE LAKE HOLM RD w � i 1 AURA MSTTR02A ,a _ �'!�I■IIIi�" r=(II TUCK RIVER DR � r Area I •1 :L H. II� �46 •o .. _ oo s 1 D SE GREEN VALLEY RD 1 1` 0` ...................................... _.._.._.._.._.._.._.._.._.._.._.._.. `N EDWARDS Figure 5.10 Recommended Remediation Strategies CITY OF AUBURN 2024 COMPREHENSIVE SEWER PLAN Page 103 of 505 CHAPTER 5 - WASTEWATER SYSTEM ANALYSIS SEPTEMBER 2024 / DRAFT / CAROLLO Table 5.8 Capacity Deficiencies Area ing Pipe �Approximate Numberof nea r Feet of Flow Monitoring Recommendation Number Diameter Depth Manholes Siurcharged Pipe Basin 1/1 Rate •. -• ••.• Area 1 Along SE 304th Street and 304th Place, 2044 10-inch to 9 3 2,666 6,454 Additional 1/1 Monitoring between 116th Avenue SE and the 18-inch Green River crossing Area 2 From Lea Hill Road SE to SE 311 Street 2044 12-inch 10 1 1,243 3,471 Capacity Driven — Recommend Upsizing Area 3 6th Street NE to H Street NE, through 2044 10-inch 7 1 836 7,000 1/1 Remediation Veterans Memorial Park Area 4 Oravetz Place SE to the Lakeland Hills Existing 8-inch to 12 11 4,158 314 Capacity Driven — force main, through Roegner Park 24-inch Recommend Upsizing 18-inch 6 1 72 314 Capacity Driven — Area 5 Just south of 6th Street NW near the Existing Interurban Trail Recommend Upsizing 12-inch to 10 1 3,471 Area 6 SE 320th Street and 102nd Avenue SE Existing Capacity Driven — 14-inch Recommend Upsizing Notes: NE - northeast; NW - northwest; SE - southeast; SW - southwest. CITY OF AUBURN 2024 COMPREHENSIVE SEWER PLAN Page 104 of 505 5-21 CHAPTER 5 - WASTEWATER SYSTEM ANALYSIS SEPTEMBER 2024 / DRAFT / CAROLLO 5.8.4 Inflow and Infiltration Evaluation Recommendations 5.8.4.1 Recommended Strategies for Additional Monitoring or Investigation The City has few high 1/1 basins and minimal 1/1 driven capacity deficiencies. Figure 5.8 outlined the location of three areas that are in high 1/1 rate basins. Based on previous 1/1 analyses, and capacity deficiencies identified in the model, the following 1/1 basins are to be prioritized: ■ A10. ■ A9. ■ A8. • A7. ■ AUB Y-1. • AUB Y-3. ADS flow monitoring performed additional micro monitoring for basins A9, A8, and A7 and identified sub -areas of focus, discussed in the next section. Basins AUB Y-1 and AUB Y-3 both have elevated 1/1 rates that cause some risk of deficiency. It is recommended that additional monitoring at and upstream of meter AUB Y-1 and AUB Y-3 be done and continued periodical monitoring of flows in the high 1/1 basis to understand if conditions are stable or degrading. 5.8.4.2 Recommended Remediation Strategies Reduction of 1/1 in wastewater systems can be a difficult and costly task to undertake. Identifying specific sources, developing metrics for tracking the effectiveness of reduction techniques, and balancing the cost against capacity projects are all major challenges. Common techniques for reducing 1/1 include the following: ■ Direct Disconnects: This includes disconnecting roof downspouts, yard drains, foundation drains, stormwater catch basins, and/or any connection to the wastewater system causing inflow. Disconnection of these items may require additional provisions for stormwater drainage. Repair and replacement of Pipes: This includes replacing or repairing public wastewater pipes, typically due to poor condition, root intrusion, and disconnected joints. Options for pipe replacement include open -cut trench construction or using trenchless technologies, such as pipe bursting or cured in -place pipe. These options need to be assessed for local conditions, such as pipe condition, adjacent utilities, and soil type. ■ Repair and replacement of Manholes: Several options exist for sealing manholes and preventing infiltration through faulty joints and cracks. Alternatives include grouting, coating, installing a liner, and/or applying an external sealant. CITY OF AUBURN 2024 COMPREHENSIVE SEWER PLAN Page 105 of 505 CHAPTER 5 - WASTEWATER SYSTEM ANALYSIS SEPTEMBER 2024 / DRAFT / CAROLLO Repair and replacement of Laterals and Side Sewers: This includes replacing or repairing laterals and side sewers due to poor condition and the presence of infiltration. Faulty side sewers and laterals are known to be large contributors of 1/1. Identifying and repairing multiple faulty laterals and side sewers on private property can be more difficult and expensive than repairing a public wastewater pipe, and replacing or repairing side sewers on private property is the responsibility of property owners. Methods for repairing or replacing laterals and side sewers are similar to those described for public pipes. Trenchless technologies, which are less obtrusive than open -cut trenches are effective for replacing laterals and side sewers while minimizing impacts to landscaping and driveways. The City can repair or replace portions of side sewers within rights -of -way, and should support efforts to encourage property owners to replace portions on private property. At this point, the City is experiencing relatively low 1/1 driven issues in concentrated areas. Area 6 is likely deficient due to elevated 1/1 in the A9e subbasin. It is recommended that the 1/1 remediation strategies outlined above be investigated further for 1/1 reduction in subbasin A9e. The lateral inspection program should start with this basin. CITY OF AUBURN 2024 COMPREHENSIVE SEWER PLAN Page Y06 of 505 CHAPTER 6 - MAINTENANCE AND OPERATIONS SEPTEMBER 2024 / DRAFT / CAROLLO CHAPTER MAINTENANCE AND OPERATIONS This chapter provides an overview of the organization and common procedures associated with the ongoing maintenance and operation of the City sewer utility system, the primary purpose being to establish a baseline understanding of the proactive and responsive maintenance procedures performed by City staff. This baseline understanding is used herein to evaluate Sewer Utility (Utility) staffing, data collection and computerized record -keeping needs, and other Utility requirements to continue to meet the Utility's goals. The City sewer system, detailed in Chapter 4, consists of approximately 210 miles of collection system piping, approximately 5,500 manholes, 17 sewer utility pump stations, and 3 siphons and serves more than 16,000 Utility customers. Utility staff also maintain 7 stormwater pump stations and 5 sewer pump stations serving individual facilities owned by other City departments. 6.1 Utility Responsibility and Authority This section provides an overview of the Utility organization and basic information related to Utility staffing, training, and education. 6.1.1 Organizational Structure The Utility is operated as a utility enterprise under the direction of the Public Works (PW) Department Director. PW is responsible for planning, design, construction, operation, maintenance, quality control, and management of the sewer system. The City has a mayor -council form of government; therefore, the PW Director reports to the Mayor. The Mayor provides direct administration and management of the utility. The City Council provide direction on policies and budget. The Engineering Services Division (Engineering) within PW is the lead group for comprehensive sewer system planning, development of a CIP, and the design, construction, and inspection of projects related to the sewer system. The Utilities Engineering Manager oversees Utilities Engineering, including the Sewer Utility Engineer, and reports directly to the PW Director. The M&O Services Division within PW is the lead group for the maintenance, inspection, and operation, of the physical assets of the Sewer Utility. The Storm/Sewer Manager oversees the Utility's 10 employees including the Sewer Field Supervisor and is responsible for the day-to-day maintenance and operation of the system. The Storm/Sewer Manager reports to the M&O Services General Manager, who, in turn, reports to the PW Director. The location of the Utility within the overall PW organizational structure is shown in Figure 6.1. CITY OF AUBURN 2024 COMPREHENSIVE SEWER PLAN Page61107 of 505 CHAPTER 6 - MAINTENANCE AND OPERATIONS SEPTEMBER 2024 / DRAFT / CAROLLO Figure 6.1 City of Auburn Public Works Department Organizational Chart 6.1.2 Staffing Level The Utility currently employs 10 full-time M&O field staff plus a Storm/Sewer Manager and a Sewer Field Supervisor, who perform administrative duties. This chapter does not include an evaluation of Utility management, including regulatory compliance, planning, and coordination with other City departments. The position titles and primary functions of the full-time M&O field staff working within the Sewer Division are shown in Table 6.1. Table 6.1 Sewer Utility M&O Field Personnel Position Sewer/Storm Manager Primary Function(s) Utility administrative duties. Sewer Field Supervisor Supervision of field staff. Sewer Specialist Two full-time staff dedicated to pump station inspection and maintenance. Lead Maintenance Worker II One full-time staff dedicated to operating the CCTV Inspection Program. Maintenance Worker II Five full-time staff dedicated to field inspection and maintenance. Maintenance Worker I Two full-time staff dedicated to field inspection and maintenance. CITY OF AUBURN 2024 COMPREHENSIVE SEWER PLAN Page 108 of 505 CHAPTER 6 - MAINTENANCE AND OPERATIONS SEPTEMBER 2024 / DRAFT / CAROLLO 6.1.3 Level of Service The Utility operates in accordance with the policies outlined in Chapter 2, and internally adopted goals integral to policy implementation. These goals are generally based on the current staffing level and tasks deemed most critical to the City and its residents. 6.1.4 Operator Training and Education The City recognizes the value of having a knowledgeable and well -trained staff operating the Utility and encourages employees to obtain the highest level of training available. At this time, the State of Washington does not require certification for sewer maintenance operators. Seminars, conferences (specifically the annual Washington Wastewater Collection Personnel Association conference), and college coursework have become tools to advance knowledge for maintenance staff with subjects covered including safety, pumps, generators, forklift training, confined space, first aid, CPR, and electric and electronic fundamentals. Many M&O staff serve in a specialized capacity. This can promote expertise, but also has the potential to limit the ability of the Utility to absorb absences due to vacation, sickness, retirement, and termination. To mitigate this limitation, the City has broadened the scope of the Utility's education system by cross -training staff, primarily staff that will serve in an on -call capacity and will be required to respond to off -duty emergencies. 6.2 Routine Operations Routine M&O activities for the Utility can be divided into functional groups by facility type, as described in the following sections. 6.2.1 Pump Station Maintenance Utility staff are responsible for maintenance of 29 pump stations, including 17 sewer utility stations (see Chapter 4), 7 stormwater utility stations, and 5 pump stations serving facilities owned by other City departments, at the Auburn Golf Course, Auburn City Hall, Auburn Justice Center, Isaac Evans Park, and Auburn Valley Humane Society. M&O activities include scheduled weekly and monthly equipment and grounds maintenance as well as emergency generator testing and maintenance. Pump station maintenance is a full-time commitment for two Utility staff teams which each include a maintenance worker and a sewer specialist. 6.2.1.1 Weekly Activities Weekly pump station inspections are intended as a quick check to ensure proper operation and performance, and to identify potential non -emergency concerns to be addressed during scheduled monthly maintenance. Equipment maintenance schedules are based on manufacturers' recommendations. Depending on the site and time of year, ground maintenance may also be performed weekly or monthly as conditions dictate. CITY OF AUBURN 2024 COMPREHENSIVE SEWER PLAN Page61309 of 505 CHAPTER 6 - MAINTENANCE AND OPERATIONS SEPTEMBER 2024 / DRAFT / CAROLLO Weekly pump station maintenance activities include the following tasks: ■ Perform a general visual inspection of grounds and pump station structure or vault. • Check equipment for abnormal vibrations. ■ Check lubrication of all pumping equipment. • Check and clean, as needed, seal filters. ■ Check ultrasonic level sensor. • Check pump run times. ■ Bleed lines of moisture. • Inspect/exercise control valves. ■ Check wet well for debris. ■ Manually run the pump and observe wet well level. ■ Security fencing inspection. Weekly inspection activities are intended to be completed in less than one hour for each pump station. 6.2.1.2 Monthly Activities Monthly pump station maintenance activities incorporate weekly activities while allowing more time for detailed maintenance and to address any previously identified concerns. Monthly maintenance can be particularly important for older pump stations, where equipment and facilities require more attention. Monthly pump station maintenance activities include the following tasks: ■ Inspect and test engine -generators (see below). • Inspect pump station mechanical bypass pumping. ■ Flush sump pit and manually run sump pump. • Clean pump station interior and, at a minimum, wipe down control panels and pumps, and wash down/disinfect floor. ■ Inspect fall restraint system. ■ Spot-check control system and telemetry alarms. ■ Inspect cathodic protection. ■ Conduct building safety inspection. ■ Test automatic transfer switch operation. ■ Clean seal filters and vacuum probes. ■ Clean check valves. ■ Inspect the bioxide system. ■ Inspect odor control systems. ■ Inspect ventilation systems. ■ Inspect chain hoist and crane systems. ■ Inspect ladders and stairs. CITY OF AUBURN 2024 COMPREHENSIVE SEWER PLAN 6-4 Page 1 O of 505 CHAPTER 6 - MAINTENANCE AND OPERATIONS SEPTEMBER 2024 / DRAFT / CAROLLO • Check dehumidifier. ■ Inspect electrical panels and variable frequency drive pumps. • Inspect remote terminal units that connect pump stations to the Supervisory Control and Data Acquisition (SCADA) system. The duration of monthly inspection activities varies widely depending upon the age/condition of the pump station and observations made during previous weekly inspections. On average, monthly inspections are assumed to be completed within four hours at each pump station. 6.2.1.3 Yearly Activities Yearly maintenance includes actions that take significantly more time than routine activities and often require coordination/scheduling with additional City staff and/or outside vendors. Yearly pump station maintenance activities include, but are not limited to, the following tasks: • Mag meter calibrations. ■ Chain hoist and crane load testing. ■ Impellers an expeller inspection. ■ Volute and motor inspection. 6.2.1.4 Generator Testing and Maintenance City Utility staff perform limited maintenance on emergency generators serving sewer and stormwater pump stations, primarily to verify the generator's ability to perform in an emergency. Emergency generators are exercised, and fuel levels are evaluated during monthly maintenance activities. Private contracting services are used for detailed generator maintenance. It is recommended that detailed generator maintenance be performed annually, including filter changes and load bank testing. Permanent generators are located at all 17 Utility -owned sewer pump stations. Four of the stormwater pump stations are equipped with permanent engine -generators. During a power outage, pump stations at City Hall and the Justice Center are run via generators that serve the building. Those two generators are maintained by the Administration Department, Facilities Division. In the event of a generator failure, pump stations can be operated using portable generators owned and maintained by the PW Department. 6.2.1.5 Wet Well Cleaning and Inspection Wet well cleaning is performed by Utility staff as needed, but on average is necessary twice annually. Some pump stations in service areas with a noted high amount of fat, oils, and grease (FOG) accumulation require cleaning at a higher frequency (see Section 6.3). During cleaning, wet wells are drained and the inside is cleaned with high-pressure water. Accumulated FOG and sludge/sediments are suctioned from the wet well using the City's vactor truck and transported to a disposal facility. During cleaning, Utility staff inspect all floats, sensors, and other hardware while the wet well is drained, and they also visually inspect the wet well structure for damage. CITY OF AUBURN 2024 COMPREHENSIVE SEWER PLAN 6 Pagel11 of 505 CHAPTER 6 - MAINTENANCE AND OPERATIONS SEPTEMBER 2024 / DRAFT / CAROLLO 6.2.2 Collection System Maintenance Utility staff are responsible for maintenance of approximately 210 miles of collection system piping and approximately 5,500 manholes. M&O activities include pipe cleaning/jetting, closed-circuit television (CCTV) inspection, and manhole inspection and maintenance. 6.2.2.1 Manhole Maintenance Manhole maintenance includes initial inspection and potential follow-up cleaning and/or repair. Inspection is usually performed in conjunction with CCTV and jetting operations. The inspection includes the following: • Visual confirmation of proper flow conveyance. ■ Assessment of solids buildup in the manhole. • Evaluation of structural damage or wear and the integrity/condition of manhole covers and ladder rungs. ■ Confirmation and/or population of data stored in the computerized maintenance management system (CMMS). Follow-up cleaning and maintenance work orders are generated based upon the results of initial inspection recorded in the CMMS, and typically require a two -person crew. Based upon recent maintenance history, it is estimated that approximately one in 10 manhole inspections leads to further cleaning. The City estimates that a total of 50 manholes per year require some repair. 6.2.2.2 Sewer Pipeline Cleaning and CCTV Inspection Cleaning and inspection of the sewer system is performed using City -owned vactor/jet truck and CCTV equipment. Cleaning and CCTV inspection are typically performed in tandem from manhole to manhole by a two- or three -person crew for each task. Jetting of sewer pipelines and subsequent vactor truck removal is the principal means of removing debris, sludge, FOG, and obstructions from the sewer system. A hose with a special end fitting is inserted into a pipe and high-pressure water (up to 2,500 pounds per square inch) is sent through the hose. The high-pressure water exits the small hole at the tip of the nozzle, breaking down and/or scouring obstructions. Debris is then removed via suction by the vactor truck equipment at each manhole. Following cleaning, CCTV inspection is performed to identify structural defects and potential pipeline leaks. Routine CCTV inspection of the sewer system is an essential component of the M&O program as it can identify trouble spots before larger failures occur and can provide the City with accurate information about the condition of the sewer collection system. Between 2007 and 2019, inspection reports and digital video captured by the CCTV crews have been stored within the City's computer network using PIPELOGIX software). Since 2020, inspection data has been stored electronically using WinCan software. The PW GIS Group is in the process of inventorying sewer assets and updating data attributes. As part of that effort, Engineering staff is developing a procedure to export condition assessment data from WinCan to the CMMS. The intent of this data sharing is to be able to provide a more accurate planning tool based upon the known condition of wastewater system assets. CITY OF AUBURN 2024 COMPREHENSIVE SEWER PLAN Page-6 12 of 505 CHAPTER 6 - MAINTENANCE AND OPERATIONS SEPTEMBER 2024 / DRAFT / CAROLLO The City's goal is to clean and inspect all sewer collection pipes, using the National Association of Sewer Service Companies (NASSCO) Pipeline Assessment Certification Program (PACP), within the system on a seven-year cycle. On average, a three -person crew can clean approximately 3,000 feet of pipe per day or inspect approximately 1,500 feet of pipe per day. Some of the City's larger, high -flow pipes are challenging for staff to inspect using the current set of equipment. In 2019-2020, the City hired a contractor to perform CCTV inspections on all 18-inch diameter sewer pipes and larger. While no major deficiencies were found, some degradation of older concrete pipe was observed. Staff intends to repeat some of those large diameter pipe inspections during this planning cycle to assess whether additional degradation has occurred and to help project and plan for future repair and replacement needs. 6.2.3 Field Operations In addition to the M&O activities discussed in Sections 6.2.1 and 6.2.2, the Utility typically maintains a two -person field crew that performs a variety of other ongoing Utility functions. The Utility is also available to assist other PW divisions such as Water, Stormwater, or Transportation during manpower shortages or emergencies. Sewer staff perform liaison functions with Engineering and construction inspections for new projects, repairs, or modification of existing lines. Currently, services for Utility locates are performed by two designated locators who are under the supervision of the Water Division Manager. Examples of field operations activities include: • Repair: Sewer staff perform repair of minor pipe breaks/leaks and other system infrastructure. ■ Engineering: Sewer staff often provide facility inspection services for Engineering projects and support Engineering through visual observation in the field. ■ Vehicle and Equipment Maintenance: The Utility maintains an extensive inventory of equipment available to respond to problems or emergencies. The fleet is currently equipped with seven trucks, one CCTV van, one sewer vactor/jet truck, and one emergency bypass pump. Each component of this fleet is equipped with valve operators and traffic control equipment. ■ Supply Inventory: The Utility maintains an inventory of supplies and parts that are available for use in responding to emergency situations as well as normal Utility operations. Supplies and parts are tracked in an inventory control system that allows easy identification of available materials. It is difficult to quantify the field tasks performed by Utility staff in terms of equivalent staff. Many of these tasks are performed outside of a regular maintenance schedule. The evaluation of existing staffing requirements in Section 6.6 assumes that a two -person field operations crew is maintained for a majority (0.75) of working days, or 1.5 full-time equivalent (FTE). 6.3 Fats, Oils, and Grease Reduction Program FOG causes many operational challenges in the collection and treatment systems when not properly disposed of at the source. When FOG enters a sewer, it cools, solidifies, and can stick to the interior of pipes. FOG buildup increases over time, reducing the capacity of pipe to convey wastewater, potentially causing backups in the sewer system and operational concerns within pump stations. As of 2024, CITY OF AUBURN 2024 COMPREHENSIVE SEWER PLAN 6Page 1713 of 505 CHAPTER 6 - MAINTENANCE AND OPERATIONS SEPTEMBER 2024 / DRAFT / CAROLLO Engineering employs two staff members who, among other duties, implement and oversee the City's FOG Reduction Program. The program focuses on regulation of food service establishments (FSE) and FOG generating food processing businesses, as well as public education to minimize the amount of FOG entering the City sewer system. (Note: Each staff member designates 25 percent of their time to the FOG program. Prior to 2024, only one position was available for this effort). The City currently monitors approximately 174 FSEs within the service area, most of which are required to use grease trap/interceptor pretreatment facilities before discharging to the sewer collection system. FSEs are identified through the business licensing process, during which all FSEs are required to submit a FOG Control Plan per Auburn City Code (ACC) Chapter 13.22. ACC also codifies requirements for installation of pretreatment facilities (typically grease traps and interceptors), cleaning and maintenance, water quality testing, and record -keeping. City policy is to work with FSEs on a cooperative basis through outreach activities; however, refusal to comply with City requirements can result in code enforcement action. Because of limited staffing for the program, inspection and education efforts have focused primarily on managing requirements for businesses to have a FOG Control Plan and reacting to areas with observed FOG issues. In 2024, an additional staff person was hired to enable a more regular, proactive inspection schedule and more consistent monitoring of grease interceptor cleaning. Regular FOG inspections will also be combined with stormwater source control inspections to use staff resources more efficiently. Because areas with observed FOG issues are not all downstream from FSEs, staff will continue to monitor those areas and reach out to residents of both single-family and multi -family housing. In addition to efforts to reduce the amount of FOG in the system, education and outreach efforts include: 1. Discouraging the flushing of cleaning wipes that may be labeled "flushable," but that do not disperse in water. These items can clog sewer lines and get caught in pumps, increasing maintenance efforts within both the City collection and conveyance system, and King County's treatment system. 2. Discouraging the disposal into the sewer system of pharmaceuticals, microplastics, and other prohibited discharges by educating the public on the harmful effects of those substances in the wastewater stream and by promoting alternative disposal methods. 3. Working with the King County Wastewater Treatment Division, Industrial Waste Program, to identify manufacturing and other businesses that discharge substances that may be detrimental to the wastewater treatment process. 6.4 Non -Routine and Emergency Operations This section discusses unscheduled activities performed by Utility staff and provides a response plan for emergency conditions. The intent of the routine inspection and maintenance activities discussed in Sections 6.2 and 6.3 is to minimize, through proactive management of the sewer facilities, the potential for conditions that could lead to emergencies. 6.4.1 Customer Service Requests Customer service requests, such as a localized sewer backup complaint, trigger creation of a task to inspect the affected area or sewer facility and identify potential solutions. In some cases, relatively simple solutions can alleviate the issue. However, other cases require coordination with Engineering or CITY OF AUBURN 2024 COMPREHENSIVE SEWER PLAN b-6 Page 114 of 505 CHAPTER 6 - MAINTENANCE AND OPERATIONS SEPTEMBER 2024 / DRAFT / CAROLLO other City departments. On average, Utility staff respond to approximately 50 customer service/complaint-related tasks per year. The effort required to resolve complaints varies considerably. Good record -keeping can help with complaint resolution by ensuring that all relevant data are gathered and by serving as a reminder to resolve the complaint and notify the complainant. When a complaint is received, the following information should be recorded to the greatest extent possible: ■ Name and contact information of the person making the complaint. ■ Brief description of the nature of the complaint. ■ If sewer overflow, include estimate of volume and duration of overflow. ■ Time and date the complaint was received. ■ M&O staff assigned to respond. If any sewage is spilled to the environment, staff will immediately report the spill to the Department of Ecology's ERTS System. Following the initial response, the complaint record is updated to include the results of inspections and corrective actions taken, if any. If the complaint cannot be resolved internally within the Utility, the complaint record is forwarded to Engineering for further investigation. Notification of any system investigation and/or action is provided to the customer making the complaint. 6.4.2 Emergency Response Program For specifically sewer related emergencies, the Utility has implemented a standby program whereby one on -call employee is designated to be the first to receive after-hours emergency calls. Most sewer system problems that occur outside normal working hours are reported through the City's 911 emergency response system. An emergency call -out list is provided to the emergency operator in order to contact Utility staff in case of an emergency. Pump station SCADA alarms are also forwarded to the on -call employee. The primary responder to those after-hours calls is the on -call employee. Utility staff have been trained to respond to system emergencies and staff maintains a "Wastewater Standby Manual" with pertinent information helpful in resolving spills, blockages, and other emergencies. The contacted staff assesses the situation, contacts additional staff as necessary, and then responds in accordance with established emergency response procedures. For citywide emergencies such as severe weather events, flooding, landslides, power outages, or other events with widespread impact across the PW Director or designee will activate the Department Operations Center (DOC) which operates at the M&O facility. By direction of the DOC Operations Chief, Sewer Utility staff will be used for any PW operations and will not necessarily be limited to sewer operations. To help manage staff and operations during such incidents, the PW Department has implemented several standard operating procedures that outline employee responsibilities for availability, work response, etc. For longer lasting or regional emergencies, City resources, including staff will be managed in accordance with the City's Comprehensive Emergency Management Plan dated October 21, 2019. The primary objectives of the Comprehensive Emergency Management Plan are to ensure public safety, restore essential services as quickly as possible, and provide assistance to other areas as required. That plan outlines responsibilities of City departments related to the mitigation of the emergency situation within CITY OF AUBURN 2024 COMPREHENSIVE SEWER PLAN b-9 Page 115 of 505 CHAPTER 6 - MAINTENANCE AND OPERATIONS SEPTEMBER 2024 / DRAFT / CAROLLO the City, and coordination and support of or from other organizations such as King County, Pierce County, the State of Washington, and neighboring cities. 6.5 Communications, Data Collection, and Record -Keeping This section describes the electronic communication, data collection, and record -keeping systems used by Utility staff. 6.5.1 Telemetry and Pump Station Controls The Utility uses a SCADA system to monitor and operate, as necessary, the sewer and storm pump stations from a centralized location. SCADA information from all sewer, storm, and water facilities is routed via radio signals to the M&O control center located at 1305 C Street SW. The control center monitors wet well levels at all of the sewer pump stations together with pump run times and cycles. Logic programming automates the sewer pump station operation via ultrasonic level detectors with backup high float switches. The control center is configured to sound an alarm in the M&O building if a recognized anomaly is detected. The alarm system is contacts Utility staff to investigate the anomaly in the event that the problem occurs during non -working hours. All alarm and pump information is recorded within the computer that functions as the control center. 6.5.2 Data Collection and Record -Keeping Data collection and record -keeping functions for the Utility are performed using a Web -based CMMS software package provided by Cartegraph Inc. The CMMS integrates GIS data with Utility records, providing managers with overview information about system and operational performance, and field crews with information related to the condition and failure history of specific wastewater facilities. The City currently uses the CMMS to plan field staff activities (tasks), record results of both routine and non - routine maintenance, and compare actual maintenance efforts to City goals. The City is also using the CMMS as an asset management tool, through which the City optimizes staffing and capital resource planning. In recent years, the City has made considerable progress in adding asset information to the CMMS, specifically GIS data, physical information related to size and material, and installation date. However, significant inventory work, which is underway, is still required to fully utilize the asset management function of the CMMS, and the addition of information related to risk, asset criticality, and condition is also necessary. To assist the City's transition to an asset management program, the attributes listed below should be used within the CMMS to define each of the City sewer assets (manhole, pipe segment, pump, etc.). 6.5.2.1 Asset -Specific Attributes The following asset -specific attributes are related to the asset and, besides replacement cost, remain relatively unchanged over time: • Asset ID: The unique asset number that is used by all business systems to identify an asset. ■ Location: Where the asset is located (GIS). ■ In-service date: The date the asset was placed into service. CITY OF AUBURN 2024 COMPREHENSIVE SEWER PLAN Page 11016 of 505 CHAPTER 6 - MAINTENANCE AND OPERATIONS SEPTEMBER 2024 / DRAFT / CAROLLO • Replacement cost: The cost to replace the asset and the year that the cost data were calculated. ■ Useful life: The average life expectancy of the asset. • Asset criticality: A value assigned to each asset that indicates how essential it is to maintain service. Typically, it is defined as a combined score based on the consequence of failure and the likelihood of failure, as defined below: Consequence of failure: The social and economic cost if the asset fails. Likelihood of failure (condition): The estimated time until the asset fails, usually based on condition. ■ Asset class: A group of assets that share the same characteristics (e.g., manholes, pipe segments). Asset class is used to estimate replacement costs and useful life of groups of assets. ■ Nameplate information and asset specifications: Important information that is used to uniquely describe an asset such as the manufacturer name, type of asset, serial number, size, material, etc. This information is used for asset identification, replacement, and repair. 6.5.2.2 Maintenance and Operation Attributes The following M&O attributes are captured as part of the operations, maintenance, and repair history associated with each asset. • Asset ID: Most work orders should be associated with one or more assets. The asset ID is used to uniquely associate work with individual assets. ■ Issue, cause, action: These codes are used to classify historical M&O activities associated with corrective actions or unplanned maintenance. Issue: What is the problem observed in the field? Cause: What is the underlying cause of the problem? Action: What was done to address the cause? ■ Target start/stop date and actual dates: Recording the estimated and actual start and stop dates for a work order can help in determining efficiency, planning workloads, and assessing repair costs. • Task costs: Task order costs include labor, parts, materials, and equipment, and should be accurately recorded for each work order. ■ Task type: Task order types are used to group and compare different types of work activities. Typical work order types include: Capital improvement: Work associated with a capital improvement project. Corrective maintenance: Work associated with an unplanned repair. Preventive maintenance: Work associated with a planned preventive maintenance activity. Predictive maintenance: Work associated with predictive measures (usually for critical assets). ■ Warranty information: Helps to determine assets that are under warranty and the warranty maintenance requirements. CITY OF AUBURN 2024 COMPREHENSIVE SEWER PLAN Page 11 117 of 505 CHAPTER 6 - MAINTENANCE AND OPERATIONS SEPTEMBER 2024 / DRAFT / CAROLLO 6.6 Existing Staffing Requirements Existing staffing requirements for M&O activities as discussed in this chapter were compiled and evaluated to determine staffing requirements needed to efficiently operate, maintain, repair, and collect and report the information necessary to properly operate the sewer system. Table 6.2 evaluates the estimated time to conduct sewer system M&O tasks in the manner currently performed. Calculated days for each M&O activity are for a single person performed over an eight -hour "day." Therefore, an activity that is performed quarterly and that requires four hours and two M&O staff to complete would result in an annual requirement of four days. Table 6.2 Sewer System Maintenance and Operation Task Summary Manhole inspection 35 Inspect once every 5 years, total of 5,500 manholes. Perform 32 inspections per day with one -person crew. Manhole cleaning 28 One cleaning is required for every 20 inspections. Two -person crew, 2 hours each. Manhole repair 40 40 repairs per year. Two -person crew, 4 hours each. Pipeline cleaning 238 City goal is 220,000 feet per year (entire system in 7 years). A three -person crew cleans approximately 3,000 feet of pipe per day. CCTV inspection 370 City goal is 220,000 feet per year (entire system in 7 years). A two -person crew inspects approximately 1,200 feet of pipe per day. Pump Station Maintenance Weekly routine maintenance 377 29 pump stations weekly (52 per year). Two -person crew, 1 hour each. Monthly routine maintenance 174 29 pump stations monthly (12 per year). Two -person crew, 2 hours each. Wet well cleaning 29 29 pump stations, 2 per year. Two -person crew, 2 hours each. Other Sewer M&O Activities 375 Two -person field crew for 0.75 of working days (1.5 FTE). Field operations 50 50 requests per year. Two -person crew, 4 hours each. Customer service requests/complaints Data entry 20 hours per week total. 1,846 Subtotal Total 2,172 Assumes 15% unquantified work Total number of working days 2,140 Based on 5-year average available at current staffing level 10 2,045 days required divided by 200 days per FTE year. Current FTEs Number of FTEs required 10.1 CITY OF AUBURN 2024 COMPREHENSIVE SEWER PLAN Page 118 of 505 CHAPTER 6 - MAINTENANCE AND OPERATIONS SEPTEMBER 2024 / DRAFT / CAROLLO Table 6.2 shows that the Utility is appropriately staffed with respect to meeting current City goals for M&O activities. The analysis confirms the qualitative assessment of staffing adequacy provided by City Maintenance staff. The City has consistently approached assessment and maintenance goals, but has little room for deviation from normal procedure due to equipment failure, employee turnover, sickness, additional training, etc. To mitigate shortfalls, areas of the collection system have received higher priority due to frequent need for maintenance (older pipe in poor condition), relatively flat slopes, or high concentrations of FOG. As the system grows and ages, there will likely be a need for additional staff to perform more frequent cleaning and CCTV inspection of the entire system and to account for sewer system expansion with overall city growth. 6.7 Potential Improvement Opportunities and Capital Needs Based upon discussions with City staff and analysis of M&O activities discussed in this chapter, the following improvement opportunities are available to the Utility. These opportunities are based on improving existing services and improving work productivity: ■ Continue to integrate asset management with existing Utility management software (CMMS and GIS): Continue to add GIS attributes to known Utility assets. Perform and document condition assessments. Use defined criteria (such as leaks/cracks observed, cleanliness, and other specific measures) and provide staff training to ensure assessment consistency. Use NASSCO PACP-certified inspection programs to integrate inspection results with CMMS. Use the results of condition assessments to move toward risk -based maintenance to best utilize staff resources. For example, consistently high assessment scores would result in a lower risk or need for maintenance/inspection, allowing M&O staff to be diverted to more essential activities. Use the compiled results of condition -based assessments to more systematically program repair, rehabilitation and replacement of aging sewer pipes. ■ Complete CCTV inspection of inverted siphons that cross the Green River. The City does not have the equipment to inspect these facilities; therefore, contract services will be required. ■ Hire a contractor to perform follow-up inspections of the City's large diameter pipes (with a greater than 18-inch diameter) to assess degradation since the previous inspections in 2020. ■ Initiate a program to inspect and correct deficiencies in portions of side sewers that are the City's responsibility, meaning the portions located within City rights -of -way. Such a program could include adding additional "side launch" inspection capabilities to the City's current CCTV equipment, hiring a contractor to conduct inspections, or some combination of the two. The compiled results of those inspections would be used to initiate repairs, whether they be done by current staff, or by one of various methods of delivering a capital project. ■ Utilize new engineering staff to oversee the cleaning programs more proactively for grease traps and interceptors by food service establishments, and more frequently educate the public about the harmful effects of discharging FOG and other prohibited substances to the public sewer system. CITY OF AUBURN 2024 COMPREHENSIVE SEWER PLAN Page 11319 of 505 CHAPTER 7 - CAPITAL IMPROVEMENT PLAN SEPTEMBER 2024 / DRAFT / CAROLLO CHAPTER 7 CAPITAL IMPROVEMENT PLAN This chapter discusses recommended capital projects for the City's sewer system service area (SSSA). The capital projects necessary to meet and maintain the City's level of service (LOS), as described by the goals and policies in Chapter 2 of this Plan, through the 20-year planning period (2025-2044) are presented as a Capital Improvement Plan (CIP). This Plan includes time frames, which represent the intended framework for future funding decisions and within which future actions and decisions are intended to occur. However, these time frames are estimates, and depending on factors involved in the processing of applications and project work, and availability of funding, the timing may change. The framework does not represent actual commitments by the City. Project identification is an ongoing effort requiring periodic evaluation. This CIP list was developed based on incorporating the City's Capital Facilities Plan (CFP), identification of equipment limitations within the M&O group, and identification of areas of improvement. 7.1 Capital Improvement Plan The CIP focuses on addressing known problems in a manner identifying cost-effective solutions that incorporate the risks associated with substandard facilities and the uncertainty inherent in engineering calculations/model simulations. A flow chart depicting the process of CIP development is shown in Figure 7.1. Define policies and Evaluate criteria system Not Acceptable ^0 Plan capital Lprojects Evaluate Acceptable costs and Complete CIP benefits Figure 7.1 CIP Development Flow Chart The CIP places emphasis on projects identified for implementation between 2025 and 2030, which constitutes the 6-year planning period for utility capital funding requirements and staffing needs. This period provides a realistic outer limit for accurately forecasting the annual cycle of utility projects and priorities. This Plan also includes a 20-year CIP that examines long-term capital requirements, such as the replacement of infrastructure as it exceeds its useful life. All projects in the CIP are consistent with the LOS. CITY OF AUBURN 2024 COMPREHENSIVE SEWER PLAN Page 1120 of 505 CHAPTER 7 - CAPITAL IMPROVEMENT PLAN SEPTEMBER 2024 / DRAFT / CAROLLO 7.1.1 Project Priority All projects in the CIP have been prioritized for implementation. Priority was assigned as one of three designations. Projects in the top tier, or highest priority, are designated Priority 1; projects in the middle tier are designated Priority 2; and projects with the lowest priority relative to the other projects are considered Priority 3. The priority levels are based on how the proposed project impacts LOS. The project descriptions below include the designated priority. 7.1.2 Project Cost Estimated costs for each project are included in the CIP descriptions below. The costs are planning -level estimates. Actual costs will depend on various factors at the time of design and construction including labor and material costs. Estimated costs include an allowance for engineering, legal, and administration fees, construction contingencies, contractor overhead, and general conditions. Permitting and land, easement, and/or right-of-way acquisitions are not included in the cost estimate. The costs estimates are in 2024 dollars. CIP Projects 1 and 2 are part of the City's Capital Facilities Plan, where the City developed the costs for these projects. 7.1.3 Project Summary The CIP projects mainly consist of ongoing and programmatic capital improvements. Ongoing projects include projects identified through previous studies. The City has previously allocated funding to each of these projects, which are currently in various stages of execution. These projects must continue to receive funding under the CIP until completion and have been included in this document to provide a complete picture of the program. Programmatic projects are included in the CIP to provide funding for maintaining and/or improving the LOS. These projects do not address a problem at a specific location but allocate budget for addressing LOS goals citywide. As discussed in Chapter 5, the system hydraulic analysis outlined six areas with future capacity deficiencies. Capacity -related capital projects have been included in the six -year or 20-year planning period, specifically Projects 1 and 4, which are described below in Section 7.2.2. The next Plan update, scheduled for 2032 and repeating every 10 years, has been included as a cost in Table 7.1. 7.2 Capital Improvement Projects 7.2.1 Summary Table Table 7.1 presents Annual Project Cost Summary for 6-Year and 20-Year CIP. CITY OF AUBURN 2024 COMPREHENSIVE SEWER PLAN Page 1�1 of 505 CHAPTER 7 - CAPITAL IMPROVEMENT PLAN SEPTEMBER 2024 / DRAFT / CAROLLO Table 7.1 Annual Project Cost Summary for 6-Year and 20-Year CIP ' • -j Num ber 1 • - Sanitary Sewer Repair and Replacement/System Improvements (Includes Areas 2, 3, 5 and 6 identified in Figure 5.10) • t t 030 1 030 1 -1 1 $350,000 $1,800,000 $350,000 $1,800,000 $350,000 $1,800,000 $6,450,000 $15,050,000 1 $300,000 $300,000 $300,000 $300,000 $300,000 $300,000 $1,800,000 $4,200,000 t Project Cost $21,500,000 • • (Growth/ Expansion) 5% • on (Repair/ Replacement) 95% 2 Street Utility Improvements $6,000,000 100% 3 Side Sewer Inspections 1 $370,000 $370,000 $370,000 $370,000 $370,000 $370,000 $2,220,000 $1,480,000 $3,700,000 100% 4 Sewer Pump Station ReplacemenVImprovement 2 $0 $0 $400,000 $800,000 $1,000,000 $2,000,000 $4,200,000 $10,950,000 $15,150,000 25% 75% 5 Siphon Assessment and Cleaning Pump Station Condition Assessment Manhole Ring and Cover Replacement 1 $0 $0 $580,000 $0 $0 $0 $580,000 $105,000 $540,000 $580,000 $105,000 $1,260,000 $1,160,000 100% 6 1 $0 $105,000 $0 $0 $0 $0 $210,000 100% 7 2 $90,000 $90,000 $90,000 $90,000 $90,000 $90,000 $1,800,000 100% 8 Cleaning and Inspection of Large -Diameter Pipe (21-inches and larger) 2 $0 $0 $0 $950,000 $0 $0 $950,000 $1,900,000 $2,850,000 100% 9 Inflow and Infiltration Monitoring (Area 1, Figure 5.10) 3 $0 $0 $0 $0 $0 $530,000 $530,000 $1,590,000 $2,120,000 100% 10 Roegner Park Sewer Capacity Improvements (Area 4, Figure 5.10) Rainier Ridge Pump Station Replacement 1st and R Sewer Replacement Plan Update 1 $0 $4,000,000 $400,000 $0 $120,000 $0 $0 $1,080,000 $1,200,000 $0 $4,000,000 $0 $400,000 $0 $0 $0 $1,200,000 $4,000,000 $400,000 $800,000 60% 40% 11 1 $0 $0 $0 $0 $0 50% 50% 12 2 $0 $0 $0 $0 $0 100% 13 1 $0 $0 $0 $0 $0 $800,000 100% Total Cost of Priority 1 Projects $5,020,000 $2,575,000 $1,720,000 $2,470,000 $1,020,000 $3,550,000 $16,355,000 $20,735,000 $37,090,000 Total Cost of Priority 2 Projects $490,000 $90,000 $ 490,000 $1,840,000 $1,090,000 $2,090,000 $6,090,000 $14,110,000 $20,200,000 Total Cost of Priority 3 Projects $0 $0 $0 $0 $0 $530,000 $530,000 $1,590,000 $2,120,000 Total CIP Cost $5,510,000 $2,665,000 $2,210,000 $4,310,000 $2,110,000 $6,170,00 $22,975,000 $36,435,000 $59,410,000 CITY OF AUBURN 2024 COMPREHENSIVE SEWER PLAN Page 122 of 505 7 3 7.2.2 Table 7.2 Project Descriptions Project Descriptions CHAPTER 7 - CAPITAL IMPROVEMENT PLAN SEPTEMBER 2024 / DRAFT / CAROLLO Location Throughout the SSSA Priority 1 Schedule Ongoing, alternating a large project every other year Problem Summary As infrastructure ages, failures begin to appear, causing LOS issues Description This project is R&R of existing sewer lines, manholes, public side sewers, and other facilities. These assets will be identified through modeled capacity evaluation, areas identified with elevated inflow and infiltration, CCTV inspection and routine cleaning and monitoring. This particular program includes proposed projects that do not have an approved Project Management Plan, or are not associated primarily with the Save Our Streets (SOS) or other transportation improvements. Anticipated projects include biannual, standalone, R&R projects for sewer lines that are broken, misaligned, "bellied," or otherwise require an inordinate amount of maintenance effort or present a risk of backup or trench failure, and facilities that generate consistent odor complaints. Improvements identified through this program may be completed as components of larger projects to gain efficiency in project costs. Additionally, system improvements that enhance the ability to maintain service are included here. It is anticipated, as data such as pipe age, pipe material, condition rating (based on CCTV inspection), and consequence of failure are consolidated in Cartegraph, that planning for the R&R program will be based on a systematic analysis of that data. This project is planned to occur during both the 6- and 20-year CIPs. Recommended As sewer mains are prioritized for replacement based on age, criticality and condition assessments, continual coordination with other utility Predesign Refinements and street improvements should be made to increase efficiency. Cost Estimate Costs developed by the City and carried over from the Capital Facilities Plan: ■ 2025 - $350,000 ■ 2026 - $1,800,000 ■ 2027 - $350,000 ■ 2028 - $1,800,000 ■ 2029 - $350,000 ■ 2030 - $1,800,000 0 2031-44 - $15,050,000 20 Year Project Cost $21,500,000 CITY OF AUBURN 2024 COMPREHENSIVE SEWER PLAN Page 123 of 505 CHAPTER 7 - CAPITAL IMPROVEMENT PLAN SEPTEMBER 2024 / DRAFT / CAROLLO Location Throughout the SSSA Priority 1 Schedule Ongoing Problem Summary As infrastructure ages, failures begin to appear, causing LOS issues. Description This project is R&R of existing sewer lines, manholes, and public side sewers located within the project limits of City arterial transportation projects and within the SOS program. Coordinating sanitary sewer utility projects with local street and arterial transportation projects can lower the unit cost of pipe replacement by eliminating the pavement restoration component of the sewer project's costs. This project is planned to occur during both the 6- and 20-year CIPs. Recommended Refine list as additional information becomes available. Predesign Refinements Cost Estimate Costs developed by the City and carried over from the Capital Facilities Plan: ■ 2025 - $300,000 ■ 2026 - $300,000 ■ 2027 - $300,000 ■ 2028 - $300,000 ■ 2029 - $300,000 ■ 2030 - $300,000 ■ 203144 - $4,200,000 20 Year Project Cost $6,000,000 CITY OF AUBURN 2024 COMPREHENSIVE SEWER PLAN Page 124 of 505 CHAPTER 7 - CAPITAL IMPROVEMENT PLAN SEPTEMBER 2024 / DRAFT / CAROLLO Location Throughout the SSSA Priority 1 Schedule 2025-2034 Problem Summary The most common cause for sewer backups in the City in recent years has been the failure of side sewers. Throughout the City the condition of lateral sewers on City property is generally unknown. Description Use the services of a contractor to systematically inspect, via CCTV, lateral sewers within City rights -of -way and identify needed repairs. Anticipate conducting approximately 1,600 inspections per year, for 10 years to capture information on 100% of these facilities. Initial inspections will concentrate on areas known to primarily have concrete or clay side sewers. Recommended Review existing CCTV and GIS information to identify gaps in material type and age that should also be collected during the program. Predesign Refinements Cost Estimate $370,000 per year for 10 years 10 Year Project Cost $3,700,000 CITY OF AUBURN 2024 COMPREHENSIVE SEWER PLAN Page 125 of 505 CHAPTER 7 - CAPITAL IMPROVEMENT PLAN SEPTEMBER 2024 / DRAFT / CAROLLO Location Throughout the SSSA Priority 1 Schedule 2025-30 Problem Summary The 2016 Pump Station Condition Assessment identified Rainier Ridge and 22nd Street pump stations as the highest priority stations, followed by R Street and 8th Street pump stations for needing to be renovated, replaced, and/or relocated based on condition, safety concerns, and to accommodate growth. The Rainer Ridge pump station project is ongoing and expected to be mostly complete under the prior CIP. This CIP provides for a programmatic program to renovate or replace the next pump stations on a bi-annual basis following completion of Rainer Ridge. The preliminary anticipated order for modification/replacement is: 1. 22nd Street Pump Station. 2. Riverside Pump Station. 3. Dogwood Pump Station Capacity Improvements. 4. R Street Pump Station. 5. 8th Street Pump Station. It is anticipated that additional stations will require significant improvements and/or replacement within the 6 — 20 year planning horizon as well. The estimated cost for 22nd Street is distributed between 2027 and 2030. The estimated costs for the next identified pump stations are used as a placeholder for project value and distributed from 2031 to 2044. Following the results of the systematic pump station evaluation study updated scheduled for 2026 (CIP project 6, Pump Station Inspections), the sequence or identification of pump stations requiring R&R, and detailed scope of improvements for each of these stations will be developed. Description This project will renovate or replace one pump station within the 6-year CIP and allocates money for R&R of unknown pump stations in the 6- to 20- year CIP. Recommended The costs below for all pump stations do not include provisions for new gravity or force main piping. The costs also assume that the existing Predesign Refinements generators on site will be reused and that no additional land or site improvements are required. CITY OF AUBURN 2024 COMPREHENSIVE SEWER PLAN Page 126 of 505 Cost Estimate 20 Year Project Cost 1. 22th Street Pump Station (2027-2030) Based on 2016 Condition Assessment Subtotal 2. Riverside Pump Station (2031-2033) Package pump station Project contingency (50% of all above costs) Washington State and King County taxes (10.2% of construction costs) Subtotal construction costs Administration, engineering design, and permitting (30% of costs) Subtotal 3. Dogwood Pump Station (2034-2035) Package pump station Project contingency (50% of all above costs) Washington State and King County taxes (10.2% of construction costs) Subtotal construction costs Administration, engineering design, and permitting (30% of costs) Subtotal R Street Pump Station (2037.2039) Package pump station Project contingency (50% of all above costs) Washington State and King County taxes (10.2% of construction costs) Subtotal construction costs Administration, engineering design, and permitting (30% of costs) Subtotal 8th Street Pump Station (2041-2043) Package pump station Project contingency (50% of all above costs) Washington State and King County taxes (10.2% of construction costs) Subtotal construction costs Administration, engineering design, and permitting (30% of costs) Subtotal $15,150,000 $4,200,000 $4,200,000 $2,724,000 $1,362,000 $417,000 $4,503,000 $1,347,000 $5,850,000 $256,000 $128,000 $39,000 $423,000 $127,000 $550,000 $605,000 $302,500 $93,000 $1,000,500 $299,500 $1,300,000 $1,513,000 $756,500 $231,000 $2,500,500 $749,500 $3,250,000 CHAPTER 7 - CAPITAL IMPROVEMENT PLAN SEPTEMBER 2024 / DRAFT / CAROLLO CITY OF AUBURN 2024 COMPREHENSIVE SEWER PLAN Page 127 of 505 7 8 CHAPTER 7 - CAPITAL IMPROVEMENT PLAN SEPTEMBER 2024 / DRAFT / CAROLLO Number 5 ProjectProject • • and Cleaning Location Green River crossing near 26th Street NE; Green River crossing over 8th Street NE Bridge Priority 1 Schedule 2027, repeated in 10 years, 2037 or as inspection results warrant Problem Summary Currently, the City does not have the required equipment to complete inspections of the three siphons located within its collection system, and little is known about their condition. Description This project would inspect each siphon to determine and or update its condition and help set future inspection/cleaning protocols. The siphons would be inspected prior to cleaning to determine what their in -situ condition is, then if required the lines would be cleaned and re- inspected. Based on the debris level and condition of the pipes, future activities can be planned. Repeat in 10 years. For cost efficiencies, it is assumed that all three sites would be completed under one contract. This project is planned to occur during both the 6- and 20-year CIPs. Recommended predesign Determine flow rates required for bypass pumping/trucking. Verify the assumption that the Green River crossing at 26th Street NE can be refinements diverted to each barrel without the need for additional bypass pumping. Cost Estimate Green River crossing via Inverted Siphon at 26th Street NE: 488 feet of 8-inch and 12-inch HDPE Initial CCTV $6,600 Cleaning $15,600 Post -cleaning CCTV $6,600 Subtotal $28,800 Green River Crossing via 8th Street NE Bridge: 1,191 feet of 14-inch CIP Traffic control $117,000 Bypass pumping $124,000 Initial CCTV $8,000 Cleaning $23,000 Post -cleaning CCTV $8,000 Subtotal $280,000 Subtotal line -item costs $308,800 Project contingency (30% of all above costs) $92,600 Washington State and King County taxes (10.2% of construction costs) $40,900 Subtotal construction costs $442,300 Administration, engineering design, and permitting (30% of costs) $132,700 20 Year Project Cost $1,160,000 CITY OF AUBURN 2024 COMPREHENSIVE SEWER PLAN Page 128 of 505 CHAPTER 7 - CAPITAL IMPROVEMENT PLAN SEPTEMBER 2024 / DRAFT / CAROLLO Location Throughout the SSSA Priority 1 Schedule 2026 and 2036 Problem Summary The City last completed a pump station condition assessment in 2016. Since that time, improvements/ upgrades to the stations have been made, and the pump stations have continued to age. To adequately plan for future pump station investments, re -inspection is required. Description The assessment will evaluate the apparent physical condition of existing stations and equipment. The purpose of the assessment is to predict future serviceability and anticipated longevity for development of future CIPs. Pump stations must meet the adopted system performance and reliability goals, and current code conditions, which may differ from those that existed when the stations were originally built. The assessment would identify requirements necessary to meet the City's goals, requirements necessary for the health and safety of staff and the public, and suggestions that might increase reliability or reduce cost of operations or maintenance. Similar to the 2016 assessment, equipment checklists will be prepared for mechanical/hydraulic and electrical/control systems, site visits to all stations will be made, as -built information and M&0 manuals will be reviewed, and M&0 personnel will be asked about known issues at each location. Station operation will be observed, but no detailed physical testing of equipment, wiring, controls, or structures will be included. The results of this assessment will compared to the previous inspection to identify observable degradation of especially the older stations. To continue to stay up to date on pump station needs, it is recommended to repeat the inspection within the 20-year CIP. Recommended None Predesign Refinements Cost Estimate Engineering services for condition assessment Subtotal line -item costs Project contingency (30% of all above costs) Subtotal inspection costs Administration (15% of costs) 20 Year Project Cost $210,000 CITY OF AUBURN 2024 COMPREHENSIVE SEWER PLAN $70,200 $70,200 $21,100 $91,300 $13,700 Page 129 of 505 CHAPTER 7 - CAPITAL IMPROVEMENT PLAN SEPTEMBER 2024 / DRAFT / CAROLLO Location Throughout the SSSA Priority 2 Schedule Ongoing Problem Summary Frame and covers on sewer manholes are continually subject to impact from vehicles. While other portions of the of the manhole structures generally remain in adequate condition, the frames and covers often to be replaced. Description This project would establish an ongoing CIP to provide funds for continued replacement of frames and covers. These replacements may occur as part of other City capital projects or as a stand-alone ring and cover replacement project. The cost for this effort is based on historical, all-inclusive spending from previous City of Auburn work. This project is planned to occur during both the 6- and 20-year CIPs. Recommended None. Predesign Refinements Cost Estimate for year Frame and cover replacement annual $90,000 2025 Subtotal line -item costs $90,000 Project contingency (0% of all above costs) $0 Washington State and King County taxes (10.2% of construction costs) Included Subtotal construction costs $90,000 Administration, engineering design, and permitting (0% of costs) $0 20 Year Project Cost $1,800,000 CITY OF AUBURN 2024 COMPREHENSIVE SEWER PLAN Page 130 of 505 7-11 Location Priority Schedule Problem Summary Description Recommended Predesign Refinements Cost Estimate 20 Year Project Cost CHAPTER 7 - CAPITAL IMPROVEMENT PLAN SEPTEMBER 2024 / DRAFT / CAROLLO Throughout the SSSA 2 2028, positioned in an off year of CIP 1, repeated in 10 years, 2037 or as initial inspection warrants. M&0 staff are not currently equipped to efficiently clean and inspect pipe larger than 18 inches in diameter and meet other goals for cleaning and inspection. This project would clean and internally inspect approximately half of the pipe owned by the City that is 21 inches and larger in diameter per effort. This is approximately 39,000 feet, ranging in diameter from 21 inches up to 36 inches. This project is planned to occur during both the 6- and 20- year CIPs. Review existing CCTV inspection information to see if any of the large -diameter pipe has been inspected and determine if it needs cleaning. Cleaning CCTV Disposal Traffic control Subtotal line -item costs Project contingency (50% of all above costs) Washington State & King County taxes (10.2% of construction costs) Subtotal construction costs Administration, engineering design, and permitting (30% of costs) $2,850,000 $318,000 $106,000 $6,000 $12,000 $442,000 $221,000 $67,600 $730,600 $219,000 CITY OF AUBURN 2024 COMPREHENSIVE SEWER PLAN Page 131 of 505 7 12 CHAPTER 7 - CAPITAL IMPROVEMENT PLAN SEPTEMBER 2024 / DRAFT / CAROLLO Location Throughout the SSSA Priority 3 Schedule Collect additional data during plan updates to monitor system conditions Problem Summary Based on previous flow monitoring, 1/1 does not appear to be causing any large scale capacity issues within the city system, and limited areas of elevated 1/1 have been identified. As part of future plan updates, the 1/1 should be evaluated and compared with past results to understand if conditions are stable or changed. Excessive localized 1/1 can also be an indicator of poor sewer main and side sewer condition, and could help prioritize ongoing sewer cleaning and replacement programs. Description This project would monitor flow at key points in the collection system during plan updates. This data will then be used in for Comprehensive Sewer Plan for modeling purposes and 1/1 assessment. Effort should be made to coordinate flow monitoring with the King County's Decennial Flow Monitoring. Recommended Predesign Refinements Cost Estimate 20 Year Project Cost Analyze prior flow metering data and hydraulic model results to develop a flow monitoring plan. Flow monitoring (four flow meters and two rain gauges for 6 months per year) Subtotal line -item costs Project contingency (30% of all above costs) Washington State & King County taxes (10.2% of construction costs Subtotal construction costs Administration, engineering design, and permitting (30% of costs) $2,120,000 $284,500 $284,500 $85,400 $37,700 $407,600 $122,300 CITY OF AUBURN 2024 COMPREHENSIVE SEWER PLAN Page 132 of 505 7-13 CHAPTER 7 - CAPITAL IMPROVEMENT PLAN SEPTEMBER 2024 / DRAFT / CAROLLO Project1 Project Name Roegner Park Sewer Capacity Improvements (Area 4, Figure 5.10) Location Roegner Park between Oravetz Place to just north of the Lakeland Hills Pump Station. Priority 1 Schedule Anticipated design to begin in 2027, with construction anticipated 2030. As King County proceeds with plans to replace the Lakeland Hills Pump Station, staff will determine the optimal time to replace the lines depending on the siting and construction schedule of the County project. Problem Summary Hydraulic modelling indicated that the sewer mains just upstream of the Lakeland Hills Pump Station will be surcharged during the design storm event by the year 2044. Description This project will replace the potentially surcharging sewer mains will larger pipes or pipes with a modified slope to increase their capacity. The Lakeland Hill Pump Station is being replaced by King County and that project is expected to be complete in 2031. The City will work with County staff during the design phase of each project to identify the most efficient time to construct both projects. Recommended Coordinate final location and discharge elevations for the pump station wet well prior to design. Some of the surcharged pipes lie within an Predesign Refinements easement across Auburn School District Athletic Fields. Construction should be scheduled to be least impactful to their operations. Cost Estimate 2027 - $120,000 2030 - $1,080,000 6 Year Project Cost Project $1,200,000 Name Rainier RidgeProject Location 126th Avenue SE within the Rainier Ridge Development 1 Design will be complete and preliminary construction will begin in 2024. The remainder of the construction will be completed in 2025. Priority Schedule Problem Summary The existing station is currently under capacity and has little room to expand, and the force main has needed repair several times over the past 20 years. Description The project is replacing the existing Rainier Ridge Pump Station located by the edge of a cul-de-sac with a new station located on a City owned parcel that includes a storm pond. The project involves installing gravity lines to accommodate the station relocation and a new force main to be located within an easement on the Green River College property. Recommended Project is underway Predesign Refinements Cost Estimate 2025 - $4,000,000 Current Planning Period $4,000,000 Project Cost CITY OF AUBURN 2024 COMPREHENSIVE SEWER PLAN Page 133 of 505 7-14 CHAPTER 7 - CAPITAL IMPROVEMENT PLAN SEPTEMBER 2024 / DRAFT / CAROLLO Number 12 ProjectProject • R Sewer Replacement Location Between 1st Street NE and 2nd Street NE, east of'R' Street NW. Priority 2 Schedule Design work will begin 2024. Construction is anticipated to be completed in 2025. Problem Summary There is an existing clay pipe that has significant sags which allow sediment and debris to collect and has caused periodic backups in homes served by the line. Description The project will replace the line with a new PVC pipe and reconnect all side sewers. The project requires significant coordination between the City and residents, as the sewer main lies along abutting back property lines of the homes served by the line. The City does not have explicit easements for the sewer main. Recommended During design, contact will be made with each property owner to discuss rights -of -entry, permanent easements, etc. Predesign Refinements Cost Estimate 2025 - $400,000 6 Year Project Cost 1$400,000 Number 13 UpdateProject Project Name Plan Location Throughout the SSSA Priority 1 Schedule Every 10 years Problem Summary The City maintains a current Comprehensive Sewer Plan to meet Washington Administrative Code (WAC) Section 173-240-050. Description The plan update is a combination of City and Consultant work. The update typically includes review of the existing system and practices, hydraulic modeling, evaluation of system capacity, development of a 6 and 20 year capital improvement program, planning for enhancement of the utility's maintenance and operations, and final plan preparation and assembly Recommended N/A Predesign Refinements Cost Estimate $400,000 20 Year Project Cost $800,000 CITY OF AUBURN 2024 COMPREHENSIVE SEWER PLAN Page 134 of 505 CHAPTER 8 - FINANCIAL PLAN SEPTEMBER 2024 / DRAFT / CAROLLO CHAPTER FINANCIAL PLAN 8.1 Introduction This chapter was prepared by FCS GROUP to provide a financial program that allows the City sewer utility to remain financially viable during the planning period. This financial viability analysis considers the historical financial condition, current and identified future financial and policy obligations, M&O needs, and the financial impacts of the capital projects identified in this Plan. Furthermore, this chapter provides a review of the sewer utility's current rate structure with respect to rate adequacy and customer affordability. 8.2 Past Financial Performance This section includes a historical summary of financial performance as reported by the City, including fund resources and uses arising from cash transactions. 8.2.1 Comparative Financial Statements The City legally owns and operates a sewer utility. Table 8.1 shows a summary of sewer fund resources and uses arising from cash transactions for the previous six years (2017 through 2022). 2023 financial statements were not available at the time the chapter was developed. Table 8.2 shows a summary of assets and liabilities, with the difference between the two reported as "net position". Increases and decreases in net position are useful indicators of the financial position of the City's utility. Noteworthy findings and trends for the historical performance and condition of the City's sewer utility are then discussed. CITY OF AUBURN 2024 COMPREHENSIVE SEWER PLAN Page 1135 of 505 CHAPTER 8 - FINANCIAL PLAN SEPTEMBER 2024 / DRAFT / CAROLLO Table 8.1 Summary of Historical Fund Resources and Uses Arising from Cash Transactions 020 2021 2022 Operating Revenues Charges for Service $26,369,496 $26,582,233 $26,559,461 $25,357,477 $27,402,561 $28,925,941 Other Operating Revenue $- $- $- $- $- $- Total Operating Revenues $26,369,496 $26,582,233 $26,559,461 $25,357,477 $27,402,561 $28,925,941 Operating Expenses Maintenance and Operations $19,055,093 $19,117,920 $19,553,676 $19,125,939 $19,244,065 $20,656,344 Administration $4,464,901 $4,509,602 $4,519,668 $4,556,451 $5,455,736 $4,115,950 Depreciation and Amortization $2,199,711 $2,234,136 $2,275,905 $2,337,347 $2,382,652 $2,478,902 Other Operating Expenses $6,648 $103,267 $- $- $- $- Total Operating Expenses $25,726,353 $25,964,925 $26,349,249 $26,019,737 $27,082,453 $27,251,196 Operating Income (Loss) $643,143 $617,308 $210,212 $(662,260) $320,108 $1,674,745 Non -Operating Revenues (Expenses) Interest Revenue $164,566 $350,596 $451,889 $120,844 $21,240 $335,524 Other Non -Operating Revenue $73,739 $71,039 $279,452 $36,167 $765 $21,860 Gain (Loss) on Scale of Capital Assets $- $- $- $- $- $- Interest Expense ($258,270) (244,962) ($231,100) ($38,434) ($72,545) ($58,844) Other Non -Operating Expense $- $- $- ($31,102) $- ($240,442) Total Non -Operating Revenues (Expenses) $(19,965) $176,673 $500,241 $87,475 ($50,540) $58,098 Income (Loss) Before Contributions and Transfers $623,178 $793,981 $710,453 ($574,785) $269,568 $1,732,843 Capital Contributions $873,779 $2,299,751 $2,417,611 $2,801,816 $2,653,740 $666,761 Transfers In $800,000 $- $- $- $- $- Transfers Out ($962,905) ($95,244) ($64,119) ($63,399) ($91,086) ($59,555) Change in Net Position $1,334,052 $2,998,488 $3,063,945 $2,163,632 $2,832,222 $2,340,049 Net Position, January 1 $84,591,243 $85,925,295 $88,923,783 $91,987,728 $94,151,360 $96,983,582 Net Position, December 31 $85,925,295 $88,923,783 $91,987,728 $94,151,360 $96,983,582 $99,323,631 M&O Coverage Ratio 102.5% 102.4% 100.8% 97.5% 101.2% 106.1 % Net Operating Income as a % of Operating Revenue 2.4% 2.3% 0.8% -2.6% 1.2% 5.8% Debt Service Coverage Ratio 5.41 5.40 4.70 5.59 6.94 10.68 CITY OF AUBURN 2024 COMPREHENSIVE SEWER PLAN Page 136 of 505 $ 2 CHAPTER 8 - FINANCIAL PLAN SEPTEMBER 2024 / DRAFT / CAROLLO 8.2.1.1 Findings and Trends The City's sewer charges for services increased from $26.4 million (M) in 2017 to $28.9M in 2022. The average annual increase was approximately 1.9 percent per year, with a total increase of 9.7 percent from 2017 to 2022. Charges for service increased each year, except for 2020 where revenues fell by 4.5 percent. Operating expenditures increased by $1.5M across the six years with an average annual increase of 1.2 percent. Similar to revenues, expenditures dropped in 2020, but to a lesser extent, decreasing by 1.3 percent. With growth in total operating revenues slightly outpacing growth in operating expenses, operating income has been positive in five of the last six years, with 2020 being the exception, where the utility posted an operating loss of $662,000. As many will note, 2020 was not a typical year and likely affected by the global pandemic restrictions in place at the time. The M&O coverage ratio (total operating revenues divided by total operating expenses) was 102.5 percent in 2017. With relatively stable revenues and expenses, this metric has maintained its stability, ending 2022 at 106.1 percent. A ratio of 100.0 percent or greater shows that operating revenue will successfully cover operating expenses, and the utility has remained above this ratio for five of the last six years. Again, 2020 was the exception when the ratio decreased to 97.5 percent. Net operating income as a percentage of operating revenue was 2.4 percent in 2017, decreasing to negative 2.6 percent in 2020, before recovering back to 5.8 percent by 2022. Similar to the M&O coverage ratio, these trends show how successfully operating revenue actually covered operating expenses, with higher positive numbers being the best and negative numbers showing a need for improvement. In addition, these trends demonstrate the ability of the utility to invest in capital, whether through direct cash transfers or the issuance and servicing of debt. ■ The debt service coverage ratio measures the amount of cash flow available to meet principal and interest payments. Typically, revenue bond debt service coverage requires a minimum factor of 1.25 during the life of the loans. This ratio is calculated by dividing cash or net operating income (operating revenues less operating expenses) by annual revenue bond debt service. The debt service coverage ratio for all outstanding revenue bond debt ended 2017 at 5.4, decreasing to 4.7 in 2020, when revenues decreased, before rebounding to 10.7 by 2022. The fact that this ratio has sustained levels higher than the minimum target of 1.25 indicates a stable capacity for new debt and will likely result in favorable terms when entering the bond market. CITY OF AUBURN 2024 COMPREHENSIVE SEWER PLAN Page 137 of 505 CHAPTER 8 - FINANCIAL PLAN SEPTEMBER 2024 / DRAFT / CAROLLO Table 8.2 Summary of Historical Comparative Statements of Net Position 12017 2018 20192020 2021 2022 Current Assets Cash and Cash Equivalents $16,427,725 $15,768,440 1 $13,572,363 $16,258,323 $20,799,254 $22,972,741 Investments $- $2,004,660 $6,578,855 $4,521,754 $- $- Restricted Cash: Bond Payments $535,820 $535,243 $534,067 $451,161 $438,395 $438,395 Customer Deposits $79,473 $95,300 $77,353 $61,526 $61,527 $61,527 Other (Reserve for Bonds and Rate Stabilization) $516,173 $516,173 $516,075 $295,639 $295,639 $294,444 Customer Accounts $2,745,457 $3,516,161 $3,971,951 $4,063,452 $4,146,223 $4,504,623 Other Receivables $- $19,200 $19,200 $19,200 $- $- Due From Other Governmental Units $- $- $- $- $- $- Inventories $9,103 $8,316 $9,220 $13,117 $13,059 $12,867 Total Current Assets $20,313,751 $22,463,493 $25,279,084 $25,684,172 $25,754,097 $28,284,597 Noncurrent Assets Long -Term Contracts, Leases and Notes $645,900 $623,400 $623,400 $623,400 $600,900 $578,400 Net Pension Asset $- $- $- $- $1,360,112 $533,150 Capital Assets Not Being Depreciated: Land $1,695,023 $1,695,023 $1,695,023 $1,695,023 $1,695,023 $1,695,023 Intangible - Water Rights $- $- $- $- $- $- Construction In Progress $1,121,482 $1,270,093 $243,140 $1,053,882 $865,150 $883,132 Capital Assets: Buildings and Equipment $1,255,947 $1,274,801 $1,304,180 $1,304,180 $1,304,180 $1,304,180 Improvements Other Than Buildings $101,366,336 $103,581,870 $106,432,969 $109,169,429 $113,189,587 $114,548,300 Right of Use (Leases) $- $- $- $- $- $- Less Accumulated Depreciation ($31,609,927) ($33,844,064) ($36,119,969) ($38,457,317) ($40,839,968) ($43,318,870) Total Noncurrent Assets Net of Accumulated Depreciation $74,474,761 $74,601,123 $74,178,743 $75,388,597 $78,174,984 $76,223,315 Total Assets $94,788,512 $97,064,616 $99,457,827 $101,072,769 $103,929,081 $104,507,912 Deferred Outflows of Resources Deferred Outflow from Bond Refunding $- $- $- $34,939 $34,939 $34,939 Deferred Outflow related to Pensions $200,138 $174,689 $187,172 $208,339 $193,419 $535,880 Total Deferred Outflows of Resources $200,138 $174,689 $187,172 $243,278 $228,358 $570,819 Current Liabilities Current Payables $393,163 $409,231 $515,602 $895,896 $612,294 $516,801 Claims Payable $- $- $- $- $- $- Loans Payable - Current $288,262 $288,262 $288,262 $288,262 $288,262 $288,262 Employee Leave Benefits - Current $103,747 $105,009 $94,806 $105,009 $153,048 $151,157 Leases Payable - Current $- $- $- $- $- $- Revenue Bonds Payable - Current $262,685 $274,960 $287,235 $233,225 $244,273 $255,320 Payable From Restricted Assets: Accrued Interest $279,081 $265,509 $251,338 $160,194 $146,794 $132,796 Deposits $79,473 $95,300 $77,353 $61,526 $61,527 $61,527 Other Liabilities Payable $172 $- $- $- $- $- Total Current Liabilities $1,406,583 $1,438,271 $1,514,596 $1,744,112 $1,506,198 $1,405,863 Noncurrent Liabilities Employee Leave Benefits $31,332 $37,988 $25,197 $37,988 $66,243 $57,986 Loans Payable $2,090,408 $1,802,146 $1,513,884 $1,225,622 $937,360 $649,098 Leases Payable $- $- $- $- $- $- Revenue Bonds Payable $4,206,276 $3,924,924 $3,631,296 $3,341,264 $3,030,092 $2,707,872 Net Pension Liability $1,130,142 $771,584 $599,334 $588,136 $167,400 $328,393 Total Noncurrent Liabilities $7,458,158 $6,536,642 $5,769,711 $5,193,010 $4,201,095 $3,743,349 Total Liabilities $8,864,741 $7,974,913 $7,284,307 $6,937,122 $5,707,293 $5,149,212 Deferred Inflows Of Resources Deferred Inflow Related to Leases $- $- $- $- $- $- Deferred Inflow Related to Pensions $198,614 $340,609 $372,964 $227,565 $1,466,564 $605,888 Total Deferred Inflows of Resources $198,614 $340,609 $372,964 $227,565 $1,466,564 $605,888 Net Position Net Investment in Capital Assets $67,517,050 $68,222,674 $68,368,733 $70,127,985 $72,152,380 $71,568,397 Restricted For: Debt Service 237,092 250,664 264,737 196,971 148,845 242,859 Rate Stabilization $- $- $- $- $- $- Pension Asset $- $- $- $- $- 533,150 Unrestricted 18,171,153 20,450,445 23,354,258 23,826,404 24,682,357 26,979,225 Total Net Position 85,925,295 88,923,783 91,987,728 94,151,360 96,983,582 99,323,631 Current Ratio 14.4 15.6 16.7 14.7 17.1 20.1 Debt to Net Position Ratio 0.08 0.07 0.06 0.06 0.05 0.04 Debt to Noncurrent Capital Assets Ratio 0.10 0.09 0.08 0.07 0.06 0.05 CITY OF AUBURN 2024 COMPREHENSIVE SEWER PLAN Page 138 of 505 $ 4 CHAPTER 8 - FINANCIAL PLAN SEPTEMBER 2024 / DRAFT / CAROLLO 8.2.1.2 Findings and Trends ■ The Current Ratio is calculated by dividing unrestricted current assets by current liabilities and measures an entity's ability to pay short-term obligations. This ratio ranges from a low of 14.4 in 2017, ending at a high of 20.1 in 2022. Anything above 2.0 for this liquidity ratio is good. ■ The Debt to Net Position Ratio compares total debt to total net position, which is the difference between current assets and liabilities. This ratio begins at 0.08 or 8 percent debt in 2017 and decreases to 0.04 by 2022. For utilities, a ratio of 40 to 60 percent helps to moderate rate impacts by spreading costs over a longer period of time. Based on these results, the City may consider utilizing debt service for future capital investments, especially if it benefits system expansion. ■ The Debt to Noncurrent Capital Asset Ratio compares total debt to noncurrent capital assets, which are also known as property, plant, and equipment. This ratio begins at 0.10 or 10 percent debt to 90 percent noncurrent assets in 2017. Noncurrent capital assets increase by $1.7M throughout the six -year history while debt decreases $2.9M, and the ratio decreases to 5 percent by 2022. Similar to the debt to net position ratio, these results indicate the utility has ample borrowing capacity and may consider utilizing debt service for future capital investments, especially if it benefits system expansion. A ratio of 40 percent debt to 60 percent equity or below is a general industry target 8.3 Financial Plan The sewer utility is responsible for generating sufficient revenue to meet all of its costs. The primary source of funding is derived from ongoing monthly service charges, with additional revenue coming from late penalties and interest earnings. The City controls the level of user charges and, with City Council approval, can adjust user charges as needed to meet financial objectives. The financial plan can only confirm financial feasibility if it considers the total system costs of providing sewer services, both operating and capital. To meet these objectives, the following elements have been completed. Capital Funding Plan - Identifies the total CIP obligations of the planning period. The plan defines a strategy for funding the CIP, including an analysis of available resources from rate revenues, existing reserves, connection charge revenues, debt financing, and any special resources that may be readily available (e.g., grants, developer contributions, etc.). The capital funding plan impacts the financial plan through the use of debt financing (resulting in annual debt service) and the assumed rate revenue made available for capital funding. 2. Financial Forecast - Identifies future annual non -capital costs associated with the operation, maintenance, and administration of the sewer system. Included in the financial plan is a reserve analysis that forecasts cash flow and fund balance activity, along with testing for satisfaction of actual or recommended minimum fund balance policies. The financial plan ultimately evaluates the sufficiency of utility revenues in meeting all obligations, including cash uses such as operating expenses, debt service, capital outlays, and reserve contributions, as well as any coverage requirements associated with long-term debt. The plan also identifies the future adjustments required to fully fund all utility obligations in the planning period. CITY OF AUBURN 2024 COMPREHENSIVE SEWER PLAN Page 1539 of 505 CHAPTER 8 - FINANCIAL PLAN SEPTEMBER 2024 / DRAFT / CAROLLO 8.3.1 Capital Funding Plan To properly evaluate future capital funding needs, capital costs were escalated by 3.00 percent annually to the year of planned spending. The CIP developed for this Plan identifies $45.7M in escalated project costs over the 10-year planning horizon from 2024-2033. The 20-year period, through 2043, includes $81.3M in total escalated project costs. A summary of the 10-year and 20-year CIPs are shown in Table 8.3. As shown, each year has varied capital cost obligations depending on construction schedules and infrastructure planning needs. Table 8.3 10-Year and 20-Year CIPs 2024 $6,725,000 $6,725,000 2025 $5,510,000 $5,675,300 2026 $2,665,000 $2,827,299 2027 $2,210,000 $2,414,927 2028 $4,310,000 $4,850,943 2029 $2,110,000 $2,446,068 2030 $6,170,000 $7,367,303 2031 $1,720,000 $2,115,383 2032 $3,490,000 $4,421,028 2033 $5,240,000 $6,837,011 10-Year Total $40,150,000 $45,680,261 2034 - 2043 $22,845,000 $35,581,679 20-Year Total $62,995,000 $81,261,940 Table 8.4 provides more detail for the 10-year CIP. CITY OF AUBURN 2024 COMPREHENSIVE SEWER PLAN Page-6 40 of 505 CHAPTER 8 - FINANCIAL PLAN SEPTEMBER 2024 / DRAFT / CAROLLO Table 8.4 10-Year CIP (Escalated $) Sanitary Sewer Repair and Replace ment/System Improvements Street Utility Improvements Side Sewer Inspections $300,000 $360,500 $1,909,620 $382,454 $2,025,916 $405,746 $2,149,294 $430,456 $2,280,186 $456,671 $347,000 $309,000 $318,270 $327,818 $337,653 $347,782 $358,216 $368,962 $380,031 $391,432 $- $381,100 $392,533 $404,309 $416,438 $428,931 $441,799 $- $- $- Sewer Pump Station Replacement/Improvement $- $- $- $437,091 $900,407 $1,159,274 $2,388,105 $553,443 $1,140,093 $5,871,479 Siphon Assessment and Cleaning $- $- $- $633,782$- Pump Station Condition Assessment $- $- $111,395 $-$- Manhole Ring and Cover Replacement $86,000 $92,700 $95,481 $98,345 $101,296 $104,335 $107,465 $110,689 $114,009 $117,430 Cleaning and Inspection of Large -Diameter Pipe (21-inches and larger) $- $- $- $- $1,069,233 $- $- $- $- $- Inflow and Infiltration Monitoring Roegner Park Sewer Capacity Improvements Rainier Ridge Pump Station Replacement 1 st and R Sewer Replacement $- $- $- $- $- $131,127 $- $- $- $- $632,848 $1,289,576 $651,833 $- $- $- $4,400,000 $- $- $4,120,000$- $412,000$- $- $- $- Plan Update $300,000 $- $- $- $- $- $- $- $506,708 $- Garden Avenue Realignment $200,000$- Jornada Park Access Imp $100,000$- M Street Widening $232,000$- Regional Growth Center Access Improvements $160,000$- 2024 Sewer Repair and Replacement $600,000$- Total $6,725,000 $5,675,300 $2,827,299 $2,414,927 $4,850,943 $2,446,068 $7,367,303 $2,115,383 $4,421,028 $6,837,011 CITY OF AUBURN 2024 COMPREHENSIVE SEWER PLAN Page 141 of 505 $ 7 CHAPTER 8 - FINANCIAL PLAN SEPTEMBER 2024 / DRAFT / CAROLLO 8.4 Available Funding Assistance and Financing Resources Feasible long-term capital funding strategies must be defined to ensure that adequate resources are available to fund the CIP identified in this Plan. In addition to the City's resources, such as accumulated cash reserves, capital revenues, and rate revenues designated for capital purposes, capital needs can be met from outside sources, such as grants, low -interest loans, and bond financing. The following is a summary of the City's internal and external resources. 8.4.1 City Resources Resources appropriate for funding capital needs include accumulated cash in the capital fund, rate revenues designated for capital spending purposes, developer contributions, and capital -related charges such as system development charges. The first two resources will be discussed in the Fiscal Policies section of the Financial Forecast. Capital -related charges are discussed below. 8.4.1.1 System Development Charges A connection charge such as the City's system development charge (SDC) refers to a one-time charge imposed on new customers as a condition of connecting to the sewer system. The purpose of the SDC is two -fold: 1) to promote equity between new and existing customers; and 2) to provide a source of revenue to fund capital projects. Revenue can only be used to fund utility capital projects or to pay debt service incurred to finance those projects. In the absence of a connection charge, growth -related capital costs would be borne in large part by existing customers. In 2024, the City charged all new customers an SDC of $3,544 per residential customer equivalent. 8.4.1.2 Local Facilities Charges While a connection charge is the manner in which new customers pay their share of system investment costs, local facilities charge funding is used to pay the costs of local facilities that connect each property to the system's infrastructure. Local facilities funding is often overlooked in rate forecasting because it is funded upfront by either connecting customers and developers, or through an assessment to properties, but never from rates. A number of mechanisms can be considered toward funding local facilities. One of the following scenarios typically occurs: (a) the utility charges a connection fee based on the cost of the local facilities (under the same authority as the facilities assessment fee); (b) a developer funds an extension of the system to its development and turns those facilities over to the utility (contributed capital); or (c) a local assessment is set up called a Utility Local Improvement District (ULID/LID) or a Local Utility District, which collects tax revenue from benefited properties. A local facilities charge is a variation of the connection charge. It is a city -imposed charge to recover the cost related to service extension to local properties. Often called a front -footage charge and imposed on the basis of footage of the main "fronting" a particular property, it is usually implemented as a reimbursement mechanism to a city for the cost of a local facility that directly serves a property. It is a form of a connection charge and thus can accumulate up to 10 years of interest. It typically applies in instances when no developer -installed facilities are needed through developer extension due to the prior existence of available mains already serving the developing property. CITY OF AUBURN 2024 COMPREHENSIVE SEWER PLAN Page-8 42 of 505 CHAPTER 8 - FINANCIAL PLAN SEPTEMBER 2024 / DRAFT / CAROLLO The developer extension is a requirement that a developer install on -site and sometimes off -site improvements as a condition of extending service. These are in addition to the connection charge required and must be built to City standards. Part of the agreement between the City and the developer planning to extend service might include a latecomer agreement, resulting in a latecomer charge to new connections for the developer extension. Latecomer charges are a variation of developer extensions, whereby new customers connecting to a developer -installed improvement make a payment to the City based on their share of the developer's cost. The City passes this charge on to the developer who installed the facilities. As part of the developer extension process, this defines the allocation of costs and records latecomer obligations on the title of affected properties. No interest is allowed, and the reimbursement agreement cannot exceed 20 years in duration. ULID/LID is another mechanism for funding infrastructure that assesses benefited properties based on the special benefit received by the construction of specific facilities. Most often used for local facilities, some ULIDs also recover related general facilities costs. Substantial legal and procedural requirements can make this a relatively expensive process, and there are mechanisms by which a ULID can be rejected. 8.4.2 Outside Resources This section outlines various grant, loan, and bond opportunities available to the City through federal and state agencies to fund the CIP identified in the Plan. 8.4.2.1 Grants and Low -Cost Loans Historically, federal and state grant programs were available to local utilities for capital funding assistance. However, these assistance programs have been mostly eliminated, substantially reduced in scope and amount, or replaced by loan programs. Remaining grant programs are generally lightly funded and heavily subscribed. Nonetheless, the benefit of low -interest loans makes the effort of applying worthwhile. 8.4.2.2 Bond Financing General Obligation Bonds - General obligation (G.O.) bonds are bonds secured by the full faith and credit of the issuing agency, committing all available tax and revenue resources to debt repayment. With this high level of commitment, G.O. bonds have relatively low interest rates and few financial restrictions. However, the authority to issue G.O. bonds is restricted in terms of the amount and use of the funds, as defined by the Washington constitution and statute. Specifically, the amount of debt that can be issued is linked to assessed valuation. Revised Code of Washington 39.36.020 states: (2)(a)(ii) Counties, cities, and towns are limited to an indebtedness amount not exceeding one and one-half percent of the value of the taxable property in such counties, cities, or towns without the assent of three -fifths of the voters therein voting at an election held for that purpose. (b) In cases requiring such assent counties, cities, towns, and public hospital districts are limited to a total indebtedness of two and one-half percent of the value of the taxable property therein. CITY OF AUBURN 2024 COMPREHENSIVE SEWER PLAN Page 1943 of 505 CHAPTER 8 - FINANCIAL PLAN SEPTEMBER 2024 / DRAFT / CAROLLO While bonding capacity can limit the availability of G.O. bonds for utility purposes, these can sometimes play a valuable role in project financing. A utility rate savings may be realized through two avenues: the lower interest rate and related bond costs, and the extension of repayment obligation to all tax -paying properties (not just developed properties) through the authorization of an ad valorem property tax levy. Revenue Bonds — Revenue bonds are commonly used to fund utility capital improvements. The debt is secured by the revenues of the issuing utility. With this limited commitment, revenue bonds typically bear higher interest rates than G.O. bonds and require security conditions related to the maintenance of dedicated reserves (a bond reserve) and financial performance (added bond debt service coverage). The City agrees to satisfy these requirements by resolution as a condition of bond sale. Revenue bonds can be issued in Washington without a public vote. There is no bonding limit, except perhaps the practical limit of the utility's ability to generate sufficient revenue to repay the debt and provide coverage. In some cases, poor credit might make issuing revenue bonds problematic. 8.4.3 Capital Financing Strategy An ideal capital financing strategy would include the use of grants and low-cost loans when debt issuance is required. However, these resources are very limited and competitive in nature and do not provide a reliable source of funding for planning purposes. It is recommended that the City pursue these funding avenues but assume revenue bond financing to meet the needs which can't be met by available cash resources. The capital financing strategy developed to fund the CIP identified in this Plan assumes the following funding resources: • Accumulated cash reserves, ■ Transfers of excess cash (over minimum balance targets) from the Operating Fund, • System development charge revenue, and ■ Interest earned on Capital Fund balances. The cash resources described above are anticipated to fund 100.0 percent of the 10-year CIP and 20-year CIP. No new debt is anticipated in the next 10-year or 20-year planning periods. Table 8.5 presents the 10-year and 20-year capital financing strategy. Table 8.5 10-Year and 20-Year Capital Financing Strategy 2024 $6,725,000 $325,000 $6,400,000 $6,725,000 2025 $5,675,300 $468,144 $5,207,156 $5,675,300 2026 $2,827,299 $484,117 $2,343,181 $2,827,299 2027 $2,414,927 $500,635 $1,914,291 $2,414,927 2028 $4,850,943 $517,717 $4,333,226 $4,850,943 2029 $2,446,068 $535,382 $1,910,687 $2,446,068 2030 $7,367,303 $553,649 $6,813,654 $7,367,303 2031 $2,115,383 $572,539 $1,542,844 $2,115,383 2032 $4,421,028 $592,074 $3,828,953 $4,421,028 2033 $6,837,011 $612,276 $6,224,736 $6,837,011 Subtotal $45,680,261 $5,161,534 $40,518,727 $45,680,261 2034-2043 $35,581,679 $7,397,790 $28,183,889 $35,581,679 Total $81,261,940 $12,559,324 $68,702,617 $81,261,940 CITY OF AUBURN 2024 COMPREHENSIVE SEWER PLAN Page 11044 of 505 CHAPTER 8 - FINANCIAL PLAN SEPTEMBER 2024 / DRAFT / CAROLLO 8.5 Financial Forecast The financial forecast, or revenue requirement analysis, forecasts the amount of annual revenue that needs to be generated by user rates. The analysis incorporates operating revenues, M&O expenses, debt service payments, rate -funded capital needs, and any other identified revenues or expenses related to operations. The objective of the financial forecast is to evaluate the sufficiency of the current level of rates. In addition to annual operating costs, the revenue needs also include debt covenant requirements and specific fiscal policies and financial goals of the City. For this analysis, two revenue sufficiency tests have been developed to reflect the financial goals and constraints of the City: cash needs must be met; and debt coverage requirements must be realized. In order to operate successfully with respect to these goals, both tests of revenue sufficiency must be met. Cash Test - The cash flow test identifies all known cash requirements for the City in each year of the planning period. Typically, these include M&O expenses, debt service payments, rate -funded system reinvestment funding or directly funded capital outlays, and any additions to specified reserve balances. The total annual cash needs of the City are then compared to projected cash revenues using the current rate structure. Any projected revenue shortfalls are identified, and the rate increases necessary to make up the shortfalls are established. Coverage Test - The coverage test is based on a commitment made by the City when issuing revenue bonds and some other forms of long-term debt. For the purposes of this analysis, revenue bond debt is assumed for any needed debt issuance. As a security condition of issuance, the City would be required per covenant to agree that the revenue bond debt would have a higher priority for payment (a senior lien) compared to most other expenditures; the only outlays with a higher lien are M&O expenses. Debt service coverage is expressed as a multiplier of the annual revenue bond debt service payment. For example, a 1.00 coverage factor would imply that no additional cushion is required. A 1.25 coverage factor means revenue must be sufficient to pay M&O expenses, annual revenue bond debt service payments, and an additional 25.0 percent of annual revenue bond debt service payments. The excess cash flow derived from the added coverage, if any, can be used for any purpose, including funding capital projects. Targeting a higher coverage factor can help the City achieve a better credit rating and provide lower interest rates for future debt issues. In determining the annual revenue requirement, both the cash and coverage sufficiency tests must be met, and the test with the greatest deficiency drives the level of needed rate increase in any given year. 8.5.1 Current Financial Structure The City maintains a fund structure and implements financial policies that target management of a financially viable and fiscally responsible sewer system. 8.5.1.1 Fiscal Policies A summary of the key financial policies employed by the City, as well as those recommended and incorporated in the financial program, are discussed below. Operating Fund - Operating reserves are designed to provide a liquidity cushion to ensure that adequate cash working capital will be maintained to deal with significant cash balance fluctuations, such as seasonal fluctuations in billings and receipts, unanticipated cash expenses, or lower than expected revenue CITY OF AUBURN 2024 COMPREHENSIVE SEWER PLAN Page 11145 of 505 CHAPTER 8 - FINANCIAL PLAN SEPTEMBER 2024 / DRAFT / CAROLLO collections. Like other types of reserves, operating reserves also serve another purpose: they help smooth rate increases over time. Target funding levels for an operating reserve are generally expressed as a certain number of days of M&O expenses, with the minimum requirement varying with the expected revenue volatility. Industry practice for utility operating reserves ranges from 30 days (8.0 percent) to 120 days (33.0 percent) of M&O expenses, with the lower end more appropriate for utilities with stable revenue streams and the higher end more appropriate for utilities with significant seasonal or consumption -based fluctuations. This financial plan targets a minimum balance in the sewer utility Operating Fund equal to 60 days of M&O expenses. Capital Fund - A utility capital contingency reserve is an amount of cash set aside in case of an emergency should a piece of equipment or a portion of the utility's infrastructure fail unexpectedly. The reserve also could be used for other unanticipated capital needs, including capital project cost overruns. Industry practices range from maintaining a balance equal to 1.0 to 2.0 percent of fixed assets, an amount equal to a 5-year rolling average of CIP costs, or an amount determined sufficient to fund equipment failure (other than catastrophic failure). The final target level should balance industry practices with the risk level of the City. This financial plan targets a minimum balance in the sewer utility capital fund equal to 1.0 percent of fixed assets. Metro Sub Fund - The City's sewer utility collects rate revenue for treatment expenses provided by King County's Sewer Treatment Division. Rates are collected to offset regional treatment expenses and are treated as a pass -through for forecasting purposes. Similar to the operating and capital reserves, the metro sub -fund reserve is meant to provide a liquidity cushion as well as provide for unexpected contingencies. The current metro sub -fund reserve target is set at $625,000, or approximately 3.0 percent of total operating expenses. System Reinvestment - System reinvestment funding promotes system integrity through ongoing repair and replacement of system infrastructure. Ideally, a detailed asset management plan would guide the level of rate funded system reinvestment, however, in absence of this level of effort, annual depreciation expense is commonly used as a measure of the decline in asset value associated with routine use of the system. Particularly for utilities that do not already have an explicit system reinvestment policy in place, implementing a funding level based on full depreciation expense could significantly impact rates. An alternative benchmark is annual depreciation expense net of debt principal payments on outstanding debt. This approach recognizes that customers are still paying for certain assets through the debt component of their rate and intends to avoid simultaneously charging customers for an asset and its future replacement. The specific benchmark used to set system reinvestment funding targets is a matter of policy that must balance various objectives, including managing rate impacts, keeping long-term costs down, and promoting "generational equity" (i.e., not excessively burdening current customers with paying for facilities that will serve a larger group of customers in the future). The City is currently phasing in system reinvestment funding, aiming to reach 75.0 percent of annual depreciation levels by 2029. With this phase -in strategy in place, the City is forecast to fund an average of $1.7M in capital costs annually through rate revenues within the 10-year forecast period. CITY OF AUBURN 2024 COMPREHENSIVE SEWER PLAN Page Y46 of 505 CHAPTER 8 - FINANCIAL PLAN SEPTEMBER 2024 / DRAFT / CAROLLO Debt Management - It is prudent to consider policies related to debt management as part of a broader utility financial policy structure. Debt management policies should be evaluated and formalized, including the level of acceptable outstanding debt, debt repayment, bond coverage, and total debt coverage targets. The City has one outstanding sewer revenue bond, as well as two Public Works Trust Fund loans, which will both be repaid between 2024-2026. This forecast meets or exceeds the required revenue bond debt service coverage of 1.25. 8.5.1.2 Financial Forecast The financial forecast is primarily based upon the City's budget through 2024 and takes into consideration other key factors and assumptions needed to develop a complete portrait of the City's annual sewer utility financial obligations. The following is a list of the key revenue and expense factors and assumptions used to develop the financial forecast. Growth - Rate revenue escalation is based on a 0.40 percent growth rate developed based on actual historical trends at the City. While the Plan assumes an annual growth rate of 1.33 percent for units and 1.51 percent for flow, the City preferred a more conservative growth rate for the financial planning purpose. Revenue - The City has two general revenue sources: 1) sewer service charges (rate revenue); and 2) miscellaneous (non -rate) revenue. In the event of a forecasted annual shortfall, rate revenue can be increased to meet the annual revenue requirement. For the purpose of this financial forecast, rate revenues are forecasted to increase with customer growth. Non -rate revenues are held constant throughout the forecast period, with the exception of interest earnings which are calculated based on projected balances and assumed investment rates. King County Metro Service Charges - The City collects rate revenue for treatment expenses provided by King County's Sewer Treatment Division. Rates are collected to offset regional treatment expenses and are treated as a pass -through for forecasting purposes. System Development Charge Revenue - The existing system development charges are applied to the projected new connections to forecast revenue. Based on the growth assumptions described above, the connection charge will generate an average of $516,000 annually from 2024-2033. This equates to an average of 126 new connections per year. Connection charge revenue is directed towards annual capital needs. ■ Expenses - M&O expense projections are based on the City's budget through 2024 with general cost inflation increases of 3.0 percent, labor cost inflation of 5.0 percent for 2025 and 2026, decreasing to 3.0 percent thereafter and benefit cost inflation increases of 12.50 percent for 2025 and 2026, decreasing to 5.5 percent per year thereafter. Budget figures were used for taxes through 2024. Future taxes are calculated based on forecasted revenues and prevailing tax rates. King County Metro Service Charges - Rates are expected to increase by approximately 5.75 percent in 2025, followed by 7.00 percent annually from 2026-2028, increasing to 8.25 percent annually from 2029-2031 and finally 9.26 percent annually from 2032-2034 (Based on the recent King County Sewer Treatment Division Financial Plan). Facilities G.O. Bond - In order to construct a new facility for the City, the sewer utility will fund part of a General Obligation Bond totaling $38M. Beginning in 2025, the sewer utility's proportionate share of the bond is forecasted at $333,000 annually for the remainder of the twenty-year forecast. CITY OF AUBURN 2024 COMPREHENSIVE SEWER PLAN Page 1147 of 505 CHAPTER 8 - FINANCIAL PLAN SEPTEMBER 2024 / DRAFT / CAROLLO Existing Debt - The sewer utility has three outstanding debt issues: one revenue bond, and two Public Works Trust Fund (PWTF) loans. The 2020 refunding revenue bond has annual payments averaging $375,000 that end after 2030 when the loan is repaid. The PWTF loans combined annual payment is $292,000 in 2024 before the first PWTF loan is repaid, dropping the annual payment to $182,000 for 2025 and 2026, when the second PWTF loan is repaid. The total annual existing debt service obligations begin 2024 at $669,000, decreasing to $376,000 with the repayment of the PWTF loans and will be completely repaid by 2030. ■ Future Debt - No new debt is anticipated in the 10-year and 20-year forecast periods. • Transfers to Capital - Operating fund balance above the minimum requirement is assumed to be available to fund capital projects and projected to be transferred to the Capital Fund each year, if needed. In total, the utility is forecast to fund $23.5M in capital projects from excess operating fund cash. Although the financial plan is completed through 2043, the rate strategy focuses on the shorter -term planning period of 2024 through 2033. It is recommended that the City revisit the proposed rates every two to three years to ensure that the rate projections developed remain adequate. Any significant changes should be incorporated into the financial plan and future rates should be adjusted as needed. Table 8.6, following, summarizes the annual revenue requirements based on the forecast of revenues, expenditures, fund balances, and fiscal policies. The financial forecast indicates that at existing rate levels the utility will become deficient in 2028 as growth in expenses outpaces growth in revenues and the utility phases in rate funded system reinvestment levels towards their fiscal policy goal of full annual depreciation funding. 8.5.1.3 City Funds and Reserves Table 8.7 shows a summary of the projected Operating Fund and Capital Fund ending balances through 2033 based on the rate forecasts presented above. The Operating Fund is maintained at a minimum of 60 days of M&O expenses, and the Capital Fund balance continues to meet or exceed the minimum target of 1.00 percent of fixed assets in every year of the forecast. CITY OF AUBURN 2024 COMPREHENSIVE SEWER PLAN Page 11448 of 505 CHAPTER 8 - FINANCIAL PLAN SEPTEMBER 2024 / DRAFT / CAROLLO Table 8.6 10-Year Financial Forecast Revenues Rate Revenues Under Existing Rates $10,794,348 $10,837,525 $10,880,876 $10,924,399 $10,968,097 $11,011,969 $11,056,017 $11,100,241 $11,144,642 $11,189,220 King County Metro Charge $22,023,000 $23,289,792 $24,920,237 26,666,572 28,536,789 30,894,541 33,444,109 36,205,476 39,558,279 43,218,789 Non -Rate Revenues $136,700 $139,751 $123,600 106,765 106,847 106,947 107,062 106,636 107,338 107,501 Total Revenues $32,954,048 $34,267,068 $35,924,713 $37,697,736 $39,611,733 $42,013,457 $44,607,188 $47,412,353 $50,810,259 $54,515,510 Expenses Cash Operating Expenses $8,270,883 $8,529,150 $8,893,962 $9,137,639 $9,392,749 $9,657,439 $9,932,109 $10,217,105 $10,513,087 $10,820,294 King County Metro Charge $22,023,000 $23,289,792 $24,920,237 26,666,572 28,536,789 30,894,541 33,444,109 36,205,476 39,558,279 43,218,789 Existing Debt Service $668,964 $558,512 $557,058 375,738 375,001 373,528 373,774 $- $- $- New Debt Service Rate Funded System Reinvestment $- $- $- $- $- $1,435,024 $1,780,240 $- $- $- $2,404,232 $- $- $2,470,547 $2,573,102 $198,877 $414,781 $761,873 $2,261,992 $2,372,501 Total Expenses $31,161,724 $32,792,235 $35,133,130 $37,614,973 $40,084,780 $43,187,499 $46,122,493 $48,826,813 $52,541,914 $56,612,186 Total Surplus (Deficiency) $1,792,324 $1,474,834 $791,583 $82,763 ($473,047) ($1,174,043) ($1,515,305) ($1,414,459) ($1,731,655) ($2,096,675) Annual Rate Adjustment 7.50% 2.25% 2.25% 2.25% 2.25% 2.25% .25% 2.25% 2.25% Cumulative Annual Rate Adjustment 7.50% 9.92% 12.39% 14.92% 17.51% 20.15% 2.85% 25.62% 28.44% Rate Revenues After Rate Increase $10,794,348 $11,650,340 $11,960,122 $12,278,142 $12,604,618 $12,939,775 $13,283,843 $13,637,061 $13,999,670 $14,371,921 Additional Taxes from Rate Increase $119,726 $158,971 $199,404 $241,056 $283,962 $328,155 $373,669 $420,540 $468,806 Net Cash Flow After Rate Increase $1,792,324 $2,167,922 $1,711,859 $1,237,102 $922,417 $469,801 $384,367 $749,174 $702,834 $617,220 Coverage After Rate Increases 10.63 13.46 12.55 12.15 12.29 12.39 12.50 n/a n/a n/a Table 8.7 Ending Cash Balance Summary Operating Fund Capital Fund Total 11 $1,378,480 $1,421,525 1. $1,482,327 1 $1,522,940 1 $1,565,458 1• $1,609,573 1 1 $1,655,351 1 $1,702,863 1 $11752,181 1 $1,803,382 $20,036,228 $17,969,817 $18,398,962 $19,300,174 $17,820,089 $18,775,281 $14,860,470 $16,572,125 $16,032,955 $13,107,670 $21,414,708 $19,391,342 $19,881,289 $20,823,114 $19,385,547 $20,384,854 $16,515,821 $18,274,988 $17,785,136 $14,911,052 CITY OF AUBURN 2024 COMPREHENSIVE SEWER PLAN Page 149 of 505 8-15 CHAPTER 8 - FINANCIAL PLAN SEPTEMBER 2024 / DRAFT / CAROLLO 8.6 Current and Projected Rates 8.6.1 Current Rates The existing sewer rates consist of a monthly fixed rate for the single family class. The non single family class pays a monthly fixed rate plus a volume rate per hundred cubic feet (CCF) of flow over the monthly usage allowance of 7.5 CCF per unit. In addition to the monthly rates charged by the City, separate rates are applied to each account for treatment expenses provided by King County. Rates for treatment expenses are set by the King County Sewer Division and are treated as a path -through. The exhibits below summarize the existing and proposed City of Auburn rates, as well as the existing and proposed King County Sewer Division rates. Total bills for customers will include both a City of Auburn and a King County Treatment component. Table 8.8 shows the existing City of Auburn and King County Sewer Division rate schedule. Table 8.8 Existing Schedule of Rates Monthly Fixed Charges Single Family $30.04 Non Single Family $32.95 King County Treatment $55.11 Volume Charge per CCF (Over 7.5 CCF/unit) Non Single Family $3.34 L Non Single Family - King County $7.35 8.6.2 Projected Rates The financial forecast discussed above indicates the need for annual rate adjustments in order to satisfy all forecasted financial obligations. The City has adopted a 7.50 percent rate increase for 2025, with annual 2.25 percent increases forecasted from 2026 through 2033. Table 8.9 shows the projected rates with increases applied uniformly to the sewer fixed and flow components of all classes, where applicable. CITY OF AUBURN 2024 COMPREHENSIVE SEWER PLAN Page 11650 of 505 CHAPTER 8 - FINANCIAL PLAN SEPTEMBER 2024 / DRAFT / CAROLLO Table 8.9 Proposed Schedule of Rates Description Existing Proposed 2025 2026 2027 20281• 2030 2031 20321 Monthly Fixed Charges Single Family $30.04 $32.29 $33.02 $33.76 $34.52 $35.30 $36.09 $36.90 $37.73 $38.58 Non Single Family $32.95 $35.42 $36.22 $37.03 $37.86 $38.71 $39.58 $40.47 $41.38 $42.31 King County Treatment $55.11 $58.28 $62.36 $66.73 $71.41 $77.31 $83.69 $90.60 $98.99 $108.15 Volume Charge per CCF (over 7.5 CCFlunit) Non Single Family $3.34 $3.59 $3.67 $3.75 $3.83 $3.92 $4.01 $4.10 $4.19 $4.28 Non Single Family - King County $7.35 $7.77 $8.32 $8.90 $9.52 $10.31 $11.16 $12.08 $13.20 $14.42 CITY OF AUBURN 2024 COMPREHENSIVE SEWER PLAN Page 151 of 505 CHAPTER 8 - FINANCIAL PLAN SEPTEMBER 2024 / DRAFT / CAROLLO 8.7 Affordability A common affordability metric used by the Environmental Protection Agency to measure the relative financial impact sewer rates have on a community as a whole considers whether rates exceed 2.50 percent of a community's median household income. The average median household income for the City was $87,406 between 2018 and 2022, expressed in 2022 dollars, according to the U.S. Census Bureau. The 2022 value is escalated based on the actual rate of inflation in 2023 of 4.31 percent and the 3.00 percent inflation rate used in the financial forecast to project the median household income in future years. Table 8.10 presents the City's monthly sewer bill, inclusive of the King County Sewer Division's component, projected to 2033 and tested against the 2.50 percent monthly affordability threshold. Table 8.10 Community Affordability Test 2022 - $87,406 $- $- - 2023 4.31 % $91,173 $- $- - 2024 3.00% $93,908 $195.64 $85.15 1.09% 2025 3.00% $96,726 $201.51 $90.57 1.12% 2026 3.00% $99,627 $207.56 $95.38 1.15% 2027 3.00% $102,616 $213.78 $100.49 1.18% 2028 3.00% $105,695 $220.20 $105.93 1.20% 2029 3.00% $108,866 $226.80 $112.61 1.24% 2030 3.00% $112,132 $233.61 $119.78 1.28% 2031 3.00% $115,495 $240.62 $127.50 1.32% 2032 3.00% $118,960 $247.83 $136.72 1.38% 2033 3.00% $122,529 $255.27 $146.73 1.44% Applying the 2.50 percent monthly affordability test, the City's rates are forecasted to remain within the indicated affordability range through 2033. 8.8 Conclusion The results of this analysis indicate that at existing rate levels the utility will be deficient beginning in 2028. To keep pace with expenses and continue to uphase in rate funded system reinvestment towards depreciation levels, the City has adopted a 7.50 percent rate increase in 2025. Forecasting into the future a 2.25 percent annual rate increase will be required from 2026 through 2033. It is recommended that the City regularly review and update the key underlying assumptions that compose the multi -year financial plan to ensure that adequate revenues are collected to meet the City's total financial obligations. CITY OF AUBURN 2024 COMPREHENSIVE SEWER PLAN Page 1�52 of 505 CITY OFowl *JkUBU WASHINGTON Please click the below link to view the Comprehensive Sewer Plan Appendices: Comprehensive Sewer Plan Appendices AUBURN MORE THAN YOU IMAWI Page 153 Of 505 CITY OF AUBURN* AGENDA BILL APPROVAL FORM �WASHIINGTON Agenda Subject: Comprehensive Transportation Plan (Gaub) (45 Minutes) Department: Public Works Attachments: Presentation 2024 Final Draft CTP Administrative Recommendation: For discussion only. Background for Motion: Background Summary: Date: September 17, 2024 Budget Impact: Current Budget: $0 Proposed Revision: $0 Revised Budget: $0 The City is updating the Comprehensive Transportation Plan (CTP) in coordination with the update of the City's overall Comprehensive Plan. The purpose of this discussion is to provide Council with a review of the Final Draft CTP in preparation of its adoption with the overall Comprehensive Plan later this year. Reviewed by Council Committees: Councilmember: Tracy Taylor Staff: Ingrid Gaub Meeting Date: September 23, 2024 Item Number: Page 154 of 505 PUBLIC WORKS DEPARTMENT 2024 COMPREHENSIVE I A U B U R N TRANSPORTATION PLAN VALUE S S E R V I C E ENVIRONMENT JACOB SWEETING, CITY ENGINEER E C O N O M Y CITY COUNCIL STUDY SESSION I C H A R A C T E R SUSTAINABILITY SEPTEMBER 23, 2024 W E L L N E S S CELEBRATION Auburn Comprehensive Plan Elements Core Plan Land Use Element Housing Element Historic Preservation Climate Change -NEW Economic Development Capital Facilities Element ■transportation Element Utilities Element Parks and Recreation (Parks) IMAGINE AUBURN �COMPREHENSIVE PLAN UPDATE 2024— Page 156 of 505 2 2024 COMPREHENSIVE TRANSPORTATION PLAN Comprehensive Plan Transportation Element Comprehensive Transportation lb Plan (System Plan) r April 10, 2023 • City Comprehensive Plan Overview June 12, 2023 September 25, 2023 November 27, 2023 • Transportation Policy Discussions April 8, 2024 • Transportation Plan Overview September 23, 2024 • FINAL Draft Transportation Plan Discussion Page 158 of 505 December 2024 • Resolution for Adoption 4 Regulatory Requirements and/or Alignment Growth Management Act Puget Sound Regional Council Requirements Americans with Disabilities Act Compliance Title VI Compliance House Bill 1181 (HB1181) Update Existing Conditions/Inventory and Identify System Needs Evaluate Future Land Use and Identify System Needs Update Resource and Financial Planning Make Plan More Accessible and Useful Page 159 of 505 Chapter 1 Introduction Chapter 2 Multimodal Network & Standards Chapter 3 Safety Chapter 4 Policies Chapter 5 Maintenance & Operations Chapter 6 Funding Chapter 7 Monitoring & Evaluation Maps and Appendices Page 160 of 505 6 CHAPTER 1 - INTRODUCTION IN THIS CHAPTER Plan Purpose, Goals, Policies, and Actions Public Involvement Reaulatory Compliance Agency Coordination Land Use/Transportation Relationship �� - +1. � 3 ■ _ -ile k-•` � �'.' .fir: y ►' F CHAPTER 2 - MULTIMODAL NETWORK STANDARDS IN THIS CHAPTER Multimodal Level of Service Standards Streets System Active Transportation Transit Freight Airport Required by Regional Planning Policies (PSRC) Required by HB1181 Level of Service (LOS) Standards: Metrics that indicate how well transportation systems are moving people and goods Multi Modal (MM): Provides framework for more equitable, sustainable, healthier, and environmentally balanced transportation system. Metrics allow evaluation and planning to be focused on walking, biking, and transit to move people instead of just cars. Standards developed to prioritize active transportation facilities that will best realize mode shift from vehicles to transit. Provide mechanism to provide for growth and development to be mitigated by other means besides just expanding roadway capacity. Implications of Proposed Changes City programs and projects to address deficiencies in active transportation level of service Frontage improvements that include more robust active transportation facilities Traffic Impact Fee Program will Include Active Transportation - Mode Shift Projects Traffic Mitigation may result in more pedestrian and bike facilities to provide for capacity mitigation where transit service is available. Page 165 of 505 MULTI MODAL LEVEL OF SERVICE STANDARDS Existing and Future Conditions: Vehicles LY; Intersection Operation: f Free now Degree of Delay: Negligible to MEd moderate delaVs i LOS E Intersection Operation: Unstable flaw _ Degree of Delay: — Substantial delays LOS F Ioterse-ction Operation: .I r Unpredictable flowiwait _r through multiple gclles ■I E ' Degree of Delay: ExcL-;,ii;fe delays 2022 Existing 2044 Preferred Change EXISTING LUS NUMBER OF 44% INTERSECTIONS or 20,800 0 OIL rn 0 Approaching Standard 27 LMN 32°l0 % 0 At Standard 6 I 37 to or 10,600 or 11,500 Failed 13 �7q 28% k7j�q � or 6,400 NUMBER OF FUTURE LOS INTERSECTIONS L%4111 i OK 88 v CDv — CD Approaching Standard 33 crzCIS � � " # a At Standard 19 Am • Failed 22 Households Jobs AM Peak PM Peak Trips Trips Page 167 of 505 COMP tr PROIEC7r 1 Auburn Way N & 451h St NE Intersection Irnproverr-Pents $ 1,90Q000 2 Auburn Way N & 42nd St NE Inte+section Improvements $ 1Q4,444 I St NE Improvements (57thSt NE -4Sth St NE) $ b;7oa,000 § I St NE & 37th St NE Intersection Improvements $ 2 30Q,404 I St NE & 30th Si NE Intersection Improvements $ 3.25Q000 f SE 304th St & 112th Ave SE Intersection Improvements $ 8D4,00D SE 3041.h St & 118Lh Ave SE InlefSecLion Improvements $ 950,000 $ SE 304th St & 116th Avc SE Intersection Improvements $ 3,725,000 LAM Hill Cprridorlmprovements $ 14,675,006 ]Q 116th Ave SE & SE M2th St Intersection Improvements $ 5,600,000 11 115th ,Ave SE & SF 370th 511nter5eoipn Improvements $ 3,154,444 JZ PikBStNE&BthStNLACC,-SSManagLl"12nt $ 50,000 13 8tn St NE Improvements (Auburn Way N - Harvey Rd/M St NE) $ 8,200,400 16 101 h Si NE Improvements (A Sr. NW - Auburn Way N) $ 2,300,000 K 15th St NW & M St NW Access Management $ 50,D0D M S316th 5t&S6ih Ave S InLersection Imprave men Ls $ 3r225,000 12 S316thSt&51stAve SIntersectionIn^provements $ 2,150,000 1$ 5321 st st $ ith lore 514c�th PI 51nterseet ion I prpvement5 $ 3,7Sfl,006 11 A St NW & 3rd St NUy Imo,ovements $ 3.025,000 22 C St NW $, 3rd St N W Interse4tipn Improvements $ 1,900,440 jj M St SE By -Pass Rd (M St St - Hlack ❑iamond Rd j $ 17,250,000 22 Auburn Ways, M St 5E,17th St SE Intersection Improvements $ 21304,400 zT M St SE & 12th St SE Intersection Improvements $ 4,650,000 2- M St SE & 29th St SE Intersection Improvements $ 2,925,00D J� A St Corridor Improvements - 37th to While River aridye $ 21,965,006 ? A St SE & 12th St SE Intersection Improvements $ 1.425,000 ZY A St SE & 219 5t. 5E lmgrseCtipn Improv rn en`s $ 1,925,006 LakelarldHiIIsl+UsySE&OravetandSEComdwlmprove ments $ 2,610,000 TOTAL $ 122,850,000 r Wr�74Wlr. I ` JIi11Wmn GIln " 14 I r 4- �' T r �---� r � L:•9 31 rr r J } 515 I I -9FL Sr i � lohlif C�.n J r 14h` L North I r LL ii I # II57 3`g� / f + rwNnllr+�L 4tip5'I f y a t IFI=n y� - [ulRgt f wp. 1 Yl.hun Navrc 1 167 7C 1R 5eJ01 p1urL �764',� 5 m Ss Bike FaLility ClAss Ckrt, CL &kewc+wlsuri?l L Iact7 Sid.,' f Y� {L., LLOm-* WMfflr S 3wh St l (:rLkr..d-t - 1 Eldel F I Im. r Pa•• Ca 31 &keYx l9otl: Sid&: c L lSf Aur F l U..----- •� I �' sc LL ilkelYey ,L�tr-^ftelr. Piel}k ar l k41416nd rb,as lrJ kikc: wrsVmre•r lu V7ta MrlEt�jS [60CI' SId65j [ ax m a wawa+ w Ae enx' '_lut Sl [ r I MdfAt7ps ..•M1cm!>trl �I 7 wG lilh I€fl 7 M4i `_ _ - - . %A0 7pyn E a V � y hv74mn Glen "' - FfeHdlin Gl a+� L' ` • 5�,'r SI I _•, ly U y4 .a arn f Lakela rc•ih north{ e lL { is 7rlol7 I W •11. - 11is - _ I-ib4 HN+44r5 U.t - +Yltpni w : A � I '�ile Yu ry�lrlral Fr4a $nutn Aqb- ,. Wgoni 7 SG A.L-nks ' ah a s!t I - AW < 9R I>,Ila 51- ai iE 1 MxIrK ti 5R { _ CILy Lar•Ls I - .,lo 1. F - - 7 Etl_ - � s� lrl �} YOM ii I "'E" Page 169 of 505 Safe and comfortable for people of a wide range of ages and abilities. POSTED ,ARTERIAL TRAFFIC SPEED VOLUME{ L LIMIT � IMIT FREIGHT CLASS K3rc }7l� �rsl4 30 �lSk <25k 35 a25k #o+ Arryvaltime Any T-2"ar Crm Lrr L6 J ■ Less comfortable than Talerable for LTS 1, but tolerable for confident, people of a wide range experienced of ages and abilities. bicyclists and pedestrians. LTS 4 Uncomfortable for most people biking. Not suitable for pedestrians. _ (do 01 4i',*11k_ e CLASS III CLASS III BIKEWAY CLASS 11 CLASS 11 CLASS I BIKEWAY WKEWAY PAVEM{ENT BIKEWAY WfRU FER BIKEWAY MARKINGS L J R $'$H QV LOER NO SEpA RAi E S" SIO E WALK 19' [LLASAj'S S RE CESTRIAH S' 5H4 VWITH IPER RHYSr[AL $' SI GIFWA LK WITH S' SIaEWALN FACILITY BARRIER SEPARATION Allay Loral R—tic Nu;tiG Co1Igr6Gr Local Collector Loud loduGtnal Miner Arterial Principal Arterial Page 170 of 505 % Of DQgi�pl Qf priority ROUbli J: Mrrl .Tc. SLar'dar L'. Or GF3 / % *f Auxilipry pquhm *-0rrl I TS SLardard: I North, f1 I Irr .Wr 1r ♦s •�mn G4� ' +� i MC11CrYI14Ai i - _4��,� ^�ti#dam I I b�rtsh.irc glen ' 1111 ._ — ]] Grcyn WwN r [amm I Nabnns _. • ?. � h r+�wf Clld• AF, f I r — ,. _ — — � ; 1N� •�YJf]aa., ljpniilr�'I'r�ey r 4 _I Te Ici 'L-wtlfi Aurn L y and kl M Ii h �Hm Part ., T--4L�- - sn ru,,,r rk - Bike Route Category �� I ar aarY $e ILI P gm'd Pa[AfY[ P' 11, -1--i I lrlClantl y].�15 A.karV n P:aanseAl orallp NIP d Ci Ti P-Dw'd d-dlmr _ N.I-ALLALnl1 Si. R-1. �4 I • I #ege 171 bf 595 - - nrnth Fnrk 4 III Lcwck Ssrv��� Qistanoc $ +a�-'w--- rr Ld Inkan an G�rnp �' of ��-cr,rlee Frequency aen,veen Steps - - - '•"•'r�' .. -�, I _ may# �j /� Frequent Aoutes -- N lti SE lIlUii BST -Bus Rapid Tra nsk �!i 'r,l„ Fr N ,� • • iFei rLh�^ . yil:,� , �R pidRid ] #15 MINE OR LESS � I u HI HEST 21' umme-co headw ys OL4 ring serve-G$ 1hpurs STOPS L.akel aril Aueurn � I � 6�kah:r. Glen "Quencld WhiMUm 4 bu-AK hDurdurrng EVERY 112 r,arFn: ,! hours p*mktinr!5{curronth}rc4rt■ 111LE Dmi.rr 'l - d r (-0rwnyryLf. Local Routes Aq aR r.wwrwlr cwu a 30 MINS headways MEDIUM cunryg oea c naUrs STOPSrieroce = 60 HINS dJring service E3fERY l fi r,+*So i r. „� Fc.._. ..'� - trawencsd hWr5P4k8iCIPOpe*hw" MILE '- .� ---- �' hours �turrerllhyrwles7&1r18+L i_ —� MuckleshoatTrlbalTrarrsatf rr.�"• Leal s[cas P.lIFe . h r DART $i 5�rvlite with tew swan Serve* r rnL nla iirl � E4wtw $r'1LY p Exress Routes b9tweendw?9inaiom, - Lxale,eFa.�s LIMITED inlrnded totmko ridkrrs quleklrtd the h" STOPS d _ E. aB.sF� ^ >:r. rCcr. O�nak4rr4r EVERY Lenra Mack'NW 71',I{I NrC freq lent'¢ °xpre55roJ195 ar4CUrrPfl{ bf 1/4 MILE - ('-T;.rY hours rpWPs 0• 7, Spa.Pr`d SIM CE 7a _ ___ u. Lars • GIa1-'4-�d4 TrarySR $9r'�+14} _ N;; Fwkki� r , G272 1 j1dW j F6uEmt bre ourrertilly "°""-E-S9'5a`Lcl 9r7 Page 172 of 505 TYPE OF TRANSIT SERVICE Auburn Station Frequent Local Express and Dart >1 MILE 1 MILE 3/4 MILE 1!z MILE 1/4 MILE WALKSHED WALKSHED WALKSHED WALKSHED WALKSHED � AULurnn Marldian Glen ht f � Nort h 52 Page 17 of 505 xdhurn 14.�Qffl r • � ' � � � r—� J'+dU Le ke M-D o u or TwirwrMpLiaft ALr mn Gldn— ., `A�rjtl4�n Glen Glrnlo Lam` Z x Al .. •tr o k L!"I o! Ser%icc M *ru-k �ILS, IUAI'4 9rlrr WwWraI h•t,i I ..w I dl•r . Advocate for expanded and improved transit services in areas of low Transit LOS Prioritize active transportation investments in areas of high Transit LOS Page 174 of 505 T4 100,000 - 300,WO Tons Ann ually `�. .................... .......................... . ..... Tg 4100,000M1111onTons, orat least 20,000 Tons per 60 Days Vehicle LOS Applies Design for trucks on truck routes: intersections, pavement, driveways, land use. Discourage trucks from using non -truck routes Help address regional truck parking shortage i uuur square A. s Aut4mn GIVR MPrWwn GIFn , e .. � wr err-gr - Gla r• .. _ i �rAeh it — rr SrsR 5E tsrrfn 5t r , : 6 hlrn or,4akela North. ^h As jn , 1 ti - �.nr Graar Rn.er . � • : L Callr�gr� .. A urn ,� rYa�h�gmn - Auhiair. nauarul yYll r. W N 1 _ r,.niral Ares µ�lryr�yq. Nall IARe :51nd 5[ and { Farm Pad x At Qade Radcad Cro rqs 1= � C.a7e `x+pei3[ed Ralhaatl Croesi�s Ao-egnrr wo•t ' � .._ Rrlruadc rti. So Auburn t .tom y T•3!}10matarls] T-2 ", -[D nd Iwns5 Ulga1+6A k 531tl StSF 4 T-3;Ga4 tnl roha1 La -al 1ndRstr+al Reads— :1 {.I Ism, •#iR � pp p! _ v ' � f_akb7apps Rakoads Page 175 of 505 aRq r xwzn hA"WAk 62n April 8, 2024 thru May 31, 2024 • Online and Targeted Public and Agency Outreach Comprehensive Safety Action Plan May 14, May 28, 2024 2024 ALI • TAB • City Council Discussion Preliminary Discussion September 30, 2024 • Review Final Draft with City Council October 7, 2024 • Resolution for Adoption Page 176 of 505 • Broad statements indicating a general aim or purpose to be achieved. • Topic -specific statement Policies providing guidelines for current and future decision -making. •Initiatives, projects, or Actions programs to put policy into motion. Page 177 of 505 23 GOAL 1 Planning: Plan, expand, and improve the transportation system, GOAL 2 Equity: Plan and implement the City's transportation system to support system wide eq u ity. GOAL 3 Safety: Significantly reduce or eliminate traffic fatalities and serious injuries through a safe systems approach. GOAL 4 Environmental: Comply with environmental laws and regulations, Page 178 of 505 24 GOAL 5 Multimodal Accessible Network: Ensure Auburn's transportation system is designed to be comprehensive, integrated, accessible for all. GOAL b Multimodal Level of Service: Establish multimodal level of service (MMLQS) for all City streets, active transportation facilities, and access to transit. GOAL 7 GOAL 8 --• di Multimodal Concurrency: Ensure transportation systems and facilities are adequate to serve development. Demand & System Management: Transportation Demand Management (TDM) and Transportation System Management [TSM] strategies. Page 179 of 505 25 Right -of -Way: Retain and preserve existing Right -of -Way (ROW) and identify and acquire new ROW as needed. Asset Management: Design, construct, preserve, and maintain the City's transportation system in the most cost- effective manner. GOAL 11 ;1 1, P Parking: Ensure a balance between on -street and off- street parking. Page 180 of 505 aemimacr�lNe Yorc�cc asl:u . Ermin®ring 11 I SerNc�Asaislae �J', r _ L' � Akpor[ 1 _ i _ t)'rectarlCty ;I< Llanager lsl yu. _, M1: :,.- Erg— (12) S-i. Tr nk � '•N azal ❑ isVibu➢c Er�ws(E) aMi...Operations Ad.wistrative llra,n Sankt prowl Fke7Geroral Engneer Itsl „5„ GIS Manager I61 �� 1 I Y�A ...1 1 ROW Spepalrsl 90�A TeoMiclan Table 10. Transportation System Elements Planner QTY DESCRIPTION Z48.69 Miles of Streets 17 Bridges 11,000 Street Signs 13,389 Feet of Guardrail 96 Traffic Signals 31 Rapid Rectangular Flashing Beacons 3.684 Street Lights - City Owned 2,261 Owned Street Lights - PA�S 53 ffE S�`h�ZorSF'la3fiiri5g`�eacans 27 Table I& 2024tc 2044 Expense and Nvenue Forecast 1.000r, HoWri*IS, F*lCilil ir:S 4ptlr.AiOnS, E{1Nipmr M M hiritiprtC1n # $ j 36.6 M lll�onj Facilities Expansion, Additional Equ ipmLint M Illjonj Motor Vehicle Excise Tax Revenue $ 19,9 Milficn General Fund OP€RATIONS 1RUNOINO R€MAMIDERJ(SHORTFALLy Plor:PrpjgrLy,? myiumt,FsFK:rsu Traffic Impact Fees Revenue $ $ $ 3317 Milton # [324hillllan) 35.,E5 million Tran-sportativn Benefit District Pevenue 0I1% 5atoa Tax $20 Ca, Tat,s" utility Taxes Dedicated to Transportation $ $ 47S Milton U-7 million 1.9% un Non-Ci;y ut lities $ 4+0.96 Milficn 2 S% on City utiliTi4t $ 2W Million Motor Vehicle ExcieeTax Revenue $ ICA million MJItin)Ddal lrarspjyLdt On $ iS Million Interest Earn;np and Irwastment rncurne $ 2.73 Million UkilityR��nu�gfgrlpr:pl51rcvtIrnp�krly Dther (Developer endAr othe-r Contilhurloni/Payments) $ $ TMillion 12.6 million Grants, Loan6, and Partnerships Revenue— $ 106 Million Oval Estaty Excise Tax Fr4Venuv $ 2D-7 Million OVERALL FUNDING CONTINGENCY/(SHORTFALL} Page 182 of 505 $ OM M111(an 28 Table 14, Capital Project and Program Cost Summary and Revenue Forecast Comprehensive Plan Projects (Comp-X) from Appendix B See Appendix B $ 123 Million Traffic Signals Maintenance $200,000 Year Traffic Sig rkaI Replacements $150,0001Year Asset Preservation, Sidewalk Repair and Replacement Program $250,0001 year Pepair, Peplacement Arterial Street Preservation $S Million/Year $ Projects/Programs Local Street Preservation $2 Million / Vear Bridge Repair & Maintenance $100,0001 Year Channelization and Pavement Markings $400r0001Year Active Transportation Active Transportation Mode Shift projects $1 Million / Year Projects/Programs 162 Million 20 Million Safety Projects/ Street Lighting $50,0001Year Programs $ 11 Million Traffic Safety Programs $500P001Year Other Transit Partnership Routes $200,000IYear $ 4 Million TQTALPa* 183205MIS11ion 29 CHAPTER 7 - MONITORING & EVALUATION IN THIS CHAPTER Annual Updates Multi -Year Update Accomplishments Since the Last Plan Update (2019) Questions? Page 185 of 505 CITY OF A.- WASH I NGTON Comprehensive Transportation Plan Auburn —, - i r*.. rt� °►°-----^^ Amami 2024 COMPREHENSIVE TRANSPORTATION PLAN CITY OF AUBURN Table of Contents CHAPTER1 Introduction..............................................................................................................................................1 1.1. Purpose............................................................................................................................................................................................................3 1.2. Goals, Policies, and Actions...............................................................................................................................................................3 1.3. Public Involvement.................................................................................................................................................................................4 1.4. Regulatory Compliance......................................................................................................................................................................4 1.5. Agency Coordination.............................................................................................................................................................................5 1.6. Land use/Transportation Relationship.....................................................................................................................................7 CHAPTER2 Multimodal Network.............................................................................................................................9 2.1. Multimodal Level of Service Standards...................................................................................................................................11 2.2. Streets System........................................................................................................................................................................................13 2.3. Active Transportation........................................................................................................................................................................26 2.4. Transit...........................................................................................................................................................................................................31 2.5. Freight........................................................................................................................................................................................................40 2.6. Airport......................................................................................................................................................................................................... 44 CHAPTER3 Safety........................................................................................................................................................45 CHAPTER4 Policies.....................................................................................................................................................47 4.1. Goals..............................................................................................................................................................................................................49 CHAPTER 5 System Management, Maintenance, and Operations ............................................................75 5.1. Staffing.........................................................................................................................................................................................................77 5.2. Equipment/Fleet.................................................................................................................................................................................79 5.3. Facilities......................................................................................................................................................................................................80 5.4.Asset Management.............................................................................................................................................................................81 CHAPTER6 Funding...................................................................................................................................................85 6.1. Financial Summary.............................................................................................................................................................................87 6.2. Financial Planning & Programming.......................................................................................................................................88 6.3. Funding Sources..................................................................................................................................................................................89 6.4. Revenue Shortfall Contingency................................................................................................................................................94 6.5. Funding Strategies, Project Prioritization...........................................................................................................................94 CHAPTER7 Monitoring & Evaluation....................................................................................................................95 7.1.Annual Updates......................................................................................................................................................................................97 7.2. Multi -Year Updates.............................................................................................................................................................................98 7.3. Accomplishments Since the Last Plan Update(2019)................................................................................................98 APPENDIXA Maps & Interactive Links...................................................................................................................99 Map 1.2024 Adjacent Cities and Counties.................................................................................................................................100 Map2.2024 Bike Route Network.....................................................................................................................................................101 Map3.2024 Existing Bike Facilities................................................................................................................................................102 Map4.2024 Existing Sidewalks........................................................................................................................................................103 Map5.2024 Transit Bus Routes/Stops.........................................................................................................................................104 Map6.2024 Level of Transit Service..............................................................................................................................................105 Map7.2024 Roadway Classifications...........................................................................................................................................106 Map 8.2024 Intelligent Transportation Systems (ITS).......................................................................................................107 Map 9.2024 Federal Functional Classifications....................................................................................................................108 Map10.2024 Freight Network...........................................................................................................................................................109 Page 187 of 505 TABLE OF CONTENTS CHAPTER I 1 12 13 I4I 5 16I 7I APPENDIXB Project Summaries..............................................................................................................................111 PlannedProjects & Programs..............................................................................................................................................................112 List of Bike Improvements to Encourage Mode Shift.......................................................................................................146 APPENDIXC Plan Checklists....................................................................................................................................149 GMARequirements Checklist...........................................................................................................................................................150 PSRCRequirements Checklist...........................................................................................................................................................152 APPENDIXD Outreach...............................................................................................................................................157 PublicOutreach..........................................................................................................................................................................................158 APPENDIX E Roadway Classification Changes..................................................................................................185 RoadwayClassification Changes....................................................................................................................................................186 LIST OF FIGURES _. Figure 1. Vehicle LOS - Illustration of Roadway Delay..................................................................................... Figure2.TDM Strategies.................................................................................................................................................... Figure 3. Regional Center Mode Split Goals.......................................................................................................... Figure 4. Existing Intersection Level of Service................................................................................................. Figure S. Changes in Trip Generation....................................................................................................................... Figure 6. Intersection Level of Service in the 2044 Future Preferred Land Use Alternative Figure 7. Existing Bike Facility Statistics as of January 2024..................................................................... Figure 8. Level of Traffic Stress (LTS).......................................................................................................................... Figure 9. Bikeway Standards Figure 10. Bikeway Network Assessment Statistics as of January 2024.................................................................. Figure 11. Types of Transit Services in Auburn............................................................................................................................ Figure 12. Auburn Neighborhoods with Transit Needs and Gaps................................................................................ Figure 13. FGTS Truck Route Classification.................................................................................................................................. Figure 14. Local Residential Street Before and After SOS Rebuild.............................................................................. Figure15. Plan Website Homepage.................................................................................................................................................. Figure 16.Online Survey - Location Specific Feedback...................................................................................................... Figure17.Open House Photos............................................................................................................................................................. Figure18.Other Outreach Event Photos...................................................................................................................................... LIST OF TABLES Table1. State Highways........................................................................................................................................... Table 2. Vehicle Intersection Delay LOS Table......................................................................................... Table 3. Intersections Operating Below the LOS Standard per 2022 Traffic Counts.... Table 4. Improvement Projects in the Initial 2044 Preferred Land Use Future Model Table S. Intersections Operating Below the LOS Standard............................................................ Table 6. Pedestrian Facility LTS Table............................................................................................................ Table 7. Bicycle Facility LTS Table..................................................................................................................... Table8. Transit LOS Table...................................................................................................................................... Table 9. Freight LOS Standards......................................................................... Table 10. Transportation System Elements ................................................ Table 11. Equipment Assigned to Street Division or Traffic Signal Division ......... Table 12. Additional Equipment Available for all M&O Teams ........................................ Table 13.2024 to 2044 Expense and Revenue Forecast .................................................... Table 14. Capital Project and Program Cost Summary and Revenue Forecast Table 15. Potential Grant Program for Consideration.......................................................... Table 16.2024-2044 Forecast.............................................................................................................. .........................16 .........................18 .........................18 ........................ 20 ........................ 23 ........................ 24 ........................ 27 ........................ 28 ........................ 29 ........................ 30 ........................ 32 ........................ 38 ......................... 41 ......................... 81 ......................158 ......................159 ......................165 ......................16 6 ..15 ..16 ..19 .. 21 ........................ 23 ........................ 28 ........................ 30 ........................ 37 ........................ 43 ........................ 77 ........................ 79 ........................ 79 ........................ 87 ........................ 89 ......................... 91 ........................ 92 Page 188 of 505 2024 COMPREHENSIVE TRANSPORTATION PLAN CITY OF AUBURN Plan Overview ES ED Introduction Multimodal Network Safety --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- Overall purpose, goals, policies, Multimodal level of service Where to find additional safety and actions of the Comprehensive (LOS) standards. Streets system information, with reference to Transportation Plan. Summary of and functional classification of the City's Comprehensive Safety other Plan elements, including City streets. Existing and future Action Plan. public outreach efforts and LOS conditions. Transportation agency coordination, regulatory demand management compliance, and the relationship strategies. between land use and transportation. ED Policies ---------------------------------------------------------------- Goals, policies, and actions to establish the framework for Auburn'stransportation system vision. VANPOOL ED System Management, Maintenance, and Operations -------------------------------------------------------------- Overview of existing and needed staffing and resources to manage, maintain, and operate Auburn's transportation system. . 1- i � � I PLAN OVERVIEW CHAPTER 1 1 1 2 1 3 1 41 5 1 6 1 7 EM so Funding Monitoring & Evaluation ----------------------------------------------------------------------------------------------------------------------------------- Planning tools and funding Strategy to regularly re-evaluate mechanisms available to the and update the Comprehensive City to finance the maintenance Transportation Plan to and improvement of Auburn's incorporate changes and ensure transportation system. consistency with other plans. . WNTOWN gUBV �� D� RN ■ mr. Il ll li Il �� Ea=11MI :. 2024 COMPREHENSIVE TRANSPORTATION PLAN CHAPTER 1 Introduction w IN THIS CHAPTER Plan Purpose, Goals, _ - Policies, and Actions Public Involvement Regulatory Compliance Agency Coordination Land Use/Transportation Relationship 0 :al component of hysical structure. The 'tation system is to and goods within the Broader region. The ; patterns of growth, vity by providing access LU dUJdl^CI IL Idl IU UJCJ. h-^Idl II III Iy Ior 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. l 2024 COMPREHENSIVE TRANSPORTATION PLAN CITY OF AUBURN 1.1. PURPOSE Auburn's Comprehensive Transportation Plan ("the Plan or CTP") evaluates the transportation system by identifying key assets and improvement needs, which guides the future of the transportation system. This Plan is multimodal, addressing multiple forms of transportation in Auburn including streets, active transportation, transit, and freight. Evaluating all modes enables the City to address its future transportation needs in a comprehensive and balanced manner. The Plan provides policy and technical direction for development of the City's transportation system through the year 2044. Major updates are required every 10 years, with an implementation report required eve ry f ive yea rs. 1.2. GOALS, POLICIES, AND ACTIONS Transportation goals, policies, and actions 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 goals in accordance with the Plan. Adopted goals, policies and actions to support them are included in Chapter 4. The policies presented in the Plan will be followed by the City in its evaluation of individual projects, programs, and other actions to address its transportation infrastructure needs. The goals, policies, and actions make reference to the City of Auburn Engineering Design Standards (EDS) that provide specific guidelines and standards for design of the City's transportation system. The 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 • Encourage a healthy, sustainable, and equitable community through active transportation • Promote a transportation system that supports local businesses and enhances economic development opportunities PAGE 3 • Create a transportation system that is efficient, uncomplicated, and welcoming to visitors • Provide a balanced, multimodal transportation system that addresses both local and regional needs �� AUBURN J F Emerald Downs rHall Pag 1!93ribf 505 Downtown 1.3. PUBLIC INVOLVEMENT Public outreach is a critical component of the comprehensive planning process. Throughout years 2023 and 2024, City staff attended several public events and provided a webpage with a survey for public participation. The information provided on the webpage was available is English, Spanish, Ukrainian, Russian, and Tagalog, which are prevalent languages in Auburn. As part of the adoption process, the Plan is also reviewed by the Transportation Advisory Board and the Planning Commission. Detailed description of the public involvement and comments received is in Appendix D. 1.4. REGULATORY COMPLIANCE 1.4.1. GMA and PSRC Requirements Washington State's 1990 Growth Management Act (GMA) requires that transportation planning be directly tied to the City's land use decisions and financial planning. This is traditionally accomplished through the adoption of the Transportation Element of the Comprehensive Plan. The City of Auburn is a member of the Puget Sound Regional Council (PSRC), the regions Metropolitan Planning Organization (MPO). PSRC is responsible for developing a long-range regional transportation plan and near -term regional transportation improvement program. PSRC establishes policies, procedures, and programs for award of Federal Highway Auburn fulfills this mandate by adopting the Comprehensive Transportation Plan as the Transportation Element of the City's Comprehensive Plan. Administration (FHWA) and other federal funding. PSRC has established requirements for agency comprehensive transportation plans that must be met to maintain eligibility for PSRC managed grant funding. Appendix C includes a list of GMA and PSRC Page 194 of 505 PAGE 4 2024 COMPREHENSIVE TRANSPORTATION PLAN CITY OF AUBURN requirements and provides page/policy references where the requirement is satisfied in the Plan, the goals, policies, and or actions. 1.4.2. ADA Compliance The Americans With Disabilities Act (ADA) went into effect on January 26,1992. ADA requires that all facilities constructed after this date are readily accessible and usable by persons with disabilities. The City is committed to providing public infrastructure without barriers to those with disabilities and achieving compliance with ADA. In 2020, the City adopted its first ADA Transition Plan for facilities in the public right-of-way. This document guides the process to reach full compliance with the ADA requirements for facilities in the public right-of-way. It addresses pedestrian pathways such as sidewalks, trails, curb ramps, and cross walks and traffic control devices such as pedestrian pushbuttons and pedestrian signals. The ADA Transition Plan includes the following elements: •Overview and Background •Self- Eva luation Policies and Procedures The ADA transition plan will be updated regularly to reflect new data and the progress towards full ADA 1.5. AGENCY COORDINATION Auburn's transportation system is influenced by what happens outside its jurisdiction and/or boundaries: growth in neighboring communities, infrastructure maintenance by regional agencies, new capacity projects, and competing needs for transit service. The Plan calls for effective inter -jurisdictional collaboration to address shared transportation issues. 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. 1.5.1. 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 compliance. Public comments are accepted and will be considered during the updates. The City will make all reasonable modifications to policies and programs to ensure that people with disabilities have an equal opportunity to enjoy all its programs, services, and activities. The City's current ADA Transition Plan is available here and included as part of this Plan by reference. 1.4.3. Title VI Compliance In accordance with Title VI of the Civil Rights Act of 1964 (Title VI), the City assures that no person shall, on the grounds of race, color, national origin, or sex be excluded from participation in, be denied the benefits of, or be otherwise subjected to discrimination under any program or activity funded directly or indirectly with federal funds. The City further assures every effort will be made to ensure non-discrimination in all its programs and activities, whether those programs and activities are federally funded or not. The City works closely with the Washington State Department of Transportation (WSDOT) Office of Equal Opportunity to provide required Title VI assurances, plan, and annual reporting. The City's Title VI information and reports are available here. south of SR 18. MIT owns significant attractions in or near Auburn including the Emerald Downs Racetrack, Muckleshoot Bingo, the Muckleshoot Casino Hotel and Resort, and the White River Amphitheatre. These activity centers generate a relatively large number of vehicle trips. Residential, industrial, and commercial development on tribal lands is expected to increase in the future and must be evaluated during transportation planning efforts. The City and MIT coordinate on a variety of transportation planning issues 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 MIT have established a Memorandum of Understanding (MOU) to partner on pedestrian improvement projects along the Auburn Way South corridor. The partnership has provided for pedestrian access and safety improvements on, and along, the Auburn Way South corridor. During July 2015, the State Legislature passed a PAGE 5 Page 195 of 505 INTRODUCTION CHAPTER I 1 12 13 14 15 16 17 transportation package which included $15 million for the SR 164 East Auburn Access project along SR 164 between SR 18 and the Auburn plateau area, which was intended to create and develop an affordable, long-term improvement to congestion and safety issues, while also planning to accommodate future growth in the area. MIT is the lead agency on the project and the City has been involved in the alternatives development and evaluation process. The current status of the project is unknown and the City's traffic modeling does not include project improvements. The City's traffic modeling and planning approaches will be updated, as needed, to address progress on this project by MIT. 1.5.2. State A111111111k The Washington MAW WSDOT 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). SR 164 is considered a City of Auburn street and a state route and is subject to the City Streets as Part of State Highways Guidelines agreement. SR 164 is also designated by the State as a Highway of State Significance, which has implications regarding applicable level of service standards and concurrency. Chapter 2 includes additional information regarding SR 164 and other State transportation facilities in Auburn. 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. 1.5.3. Transit Agencies r Sound Transit V LQ1 provides a variety of regional transit SOUNDTRAN51T King County services for King, Snohomish, and PierceTransiterce counties. Auburn, Sound Transit provides commuter rail, parking, and express bus service. 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 Metro Transit (KC Metro) provides local bus, Metro Flex, vanpool, and paratransit services for the Auburn area. Planned service for the City of Auburn is described in the Metro Strategic Plan for Public Transportation 2021-2026, and in Metro Connects Long Range Public Transportation Plan, which was adopted by the King County Council in 2021. The City has developed an employee Commute Trip Reduction (CTR) program in cooperation with WSDOT. Details of the CTR program are summarized in the Active Transportation and Transit chapters of this plan. Pierce Transit operates the 497 Lakeland Hills Express route which provides AM and PM direct service between Lakeland Hills and Auburn Station. This is a partnership route with the City, KC Metro, and Pierce Transit providing funding through an inter -local agreement. 1.5.4. Counties 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, which are islands of unincorporated King County within the greater jurisdictional boundary of Auburn. King County Road Services has a number of programs and plans in place that regulate development and other activities affecting their roadway network. Under the GMA, 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. 1.5.5. Regional Government The Puget Sound Regional Council Puget Sound Re tonal Council (PSRC) sets policy for g g King, Pierce, Kitsap, and Snohomish Counties through its long-range planning document, Vision 2050, and its regional transportation plan, Transportation 2040. Auburn's transportation plan is required to be consistent with PSRC's regional planning documents and policies. PSRC encourages future growth to be concentrated in regional growth centers. Regional growth centers are locations with significant business, governmental, and cultural facilities, and serve as focal points Page 196 of 505 PAGE 6 2024 COMPREHENSIVE TRANSPORTATION PLAN CITY OF AUBURN for planned growth, economic development, and transportation infrastructure investments' The PRSC Planning documents seek to provide a multimodal transportation system that serves all travel modes, creating opportunities for the use of alternatives to single occupant vehicles. Other important PRSC policy themes area 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. 1.5.6. Neighboring Cities The City Kent shares V KENT Federal Way northern border and several regional transportation corridors including S 277th Street, SR 167, Auburn Way North/Central, and West Valley Highway. Most recently, Auburn has completed coordination with Kent on the annexation of 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. 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 vehicular and active transportation improvements affecting both jurisdictions. 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 financial support of the Sumner and Pacific projects to widen Stewart Road. 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. 1.6. LAND USE/TRANSPORTATION RELATIONSHIP Land use and the transportation system are intertwined, each influencing the needs and development of the other. Therefore, it is necessary to evaluate how existing transportation systems can be improved to best support both existing and proposed land uses. It is equally important to consider potential transportation system needs when developing future land use plans. This 2024 Comprehensive Transportation Plan was developed concurrently with the City's Comprehensive Plan that included reviewing, evaluating, and revising projected land use throughout the City. 1.6.1. Land Use Characteristics and Transportation Systems A broad overview of Auburn's existing 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 and between 15th Street NW and 37th Street NW (Emerald Downs). 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. The existing land use element identifies Industrial as the City's second most predominant zoning designation (Residential being first). Consequently, the City's land use plan establishes a development pattern that has traffic generated by these industrial uses directed towards the State Highway System. Another key feature in the 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 generates high volumes of local and regional traffic that utilize State highways and City streets. Auburn's "Auto Row", along Auburn Way N, to the north of downtown also generates large volumes of local and regional traffic. 1 PSRC, httr)s://www.r)src.org/our-work/centers PAGE 7 Page 197 of 505 INTRODUCTION CHAPTER I 1 12 13 14 15 16 17 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 of3rd Street NW/NE and 4th Street NE. Downtown Auburn is designated as a Regional Growth Center by the PSRC as part of Vision 2050. Designated regional growth centers are identified for housing and employment growth, as well as being eligible for regional transportation funding. Downtown Auburn contains a mix of land uses including residential, commercial, and industrial uses. Commercial uses in Downtown are focused along Main Street, Auburn Way, and A Street SE. Historically, this commercial development has served predominantly local needs. However, the presence of Auburn Station, MultiCare, City Hall, and new development projects, combined with regulations and policies that encourage transit -oriented developments (TODs), downtown commercial development will serve a broader range of needs in the future. Downtown Auburn also has the City's most robust active transportation infrastructure, including both extensive pedestrian and bicycle facilities. This provides the opportunity for both residents and employees to rely on proximate transit services at Auburn Station, combined with a robust active transportation system for a portion of their transportation needs. 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. 1.6.2. Future Land Use The Washington Office of Financial Management (OFM) produces population and employment forecasts for each county which are then allocated to cities through the Countywide Planning Policies. Cities must plan to accommodate the required levels of housing and employment growth allocated through this process. King and Pierce Counties have allocated Auburn a combined target of 12,096 new housing units (12,000 in King County and 96 in Pierce County) and 19,520 newjobs (all in King County) between the baseline of 2019 and 2044. Based on the available land capacity as zoned in 2023, Auburn showed a deficit of capacity for both the 2044 housing unit and jobs targets. The future land use map developed with the 2024 Comprehensive Plan was developed to accommodate the 2044 housing and jobs targets through new zoning and land uses in various corridors and nodes throughout Auburn, and in the Downtown area in particular. Development of the future land use map involved evaluating alternative land use scenarios and testing them against various factors. Further information regarding this process is included in the Comprehensive Plan. This Comprehensive Transportation Plan is based on the Preferred Land Use Alternative documented in the Comprehensive Plan. This land use alternative was a combination of two alternatives that each focused on centralizing housing and employment growth with either corridors or centers approach. Both alternatives included intense housing and employment growth focused in the Downtown area by expanding and increasing development density and intensity. The combined alternative targets employment and housing along the Auburn Way North and I Street NE corridors where frequent transit is planned to start operating in 2026. Focused growth in employment and housing was also identified at locations of known future development plans. These areas include the Outlet Collection Mall area along 15th Street SW, the Icon Materials mining operations and adjacent lands along the east side of Kersey Way (known as the Segale development area), and at vacant or underdeveloped land areas on Lea Hill and West Hill. Page 198 of 505 PAGE 8 2024 COMPREHENSIVE TRANSPORTATION PLAN DRAFT 3/5/2024 CHAPTER 2 Multimodal Network IN THIS CHAPTER Multimodal Level of Service Standards Streets System Active Transportation Transit Freight Airport FOI The transportation network includes facilities for several modes of transportation, which must integrate well together, and support or complement y each other, to provide the best possible mobility options throughout the city. While it is important to limit vehicle congestion and traffic delays, it is equally important to provide alternative transportation options, which can encourage active transportation and reduce the need to increase vehicle capacity on the roadways. The availability of transit service, bike facilities, and sidewalks will become more important to achieve a comprehensive multimodal transportation network, which is composed of the vehicular traffic network (roads) which serves cars, trucks, and buses, and the active transportation network, which includes bike and pedestrian facilities. Some roads are more heavily used by trucks, and are identified in the freight network. Transit routes are also identified. Based on the primary function of the roads, special considerations are made to carefully prioritize specific modes, and protect other modes where there are overlaps, such as freight corridors along bikes routes. 19 tea_ 460ft-: ,fs 2024 COMPREHENSIVE TRANSPORTATION PLAN CITY OF AUBURN 2.1. MULTIMODAL LEVEL OF SERVICE STANDARDS Transportation level of service (LOS) standards are metrics that indicate how well transportation facilities are moving people and goods. Prior to this Plan, as with comprehensive transportation plans for most other agencies in Washington, the City of Auburn's Comprehensive Transportation Plan only included LOS standards for motorized vehicles (vehicle LOS). Without adopted multimodal LOS standards (MMLOS), there were no metrics by which the effectiveness of the active transportation and transit systems could be measured and evaluated. With MMLOS, the City of Auburn can ensure that transportation system improvements are planned, funded, and implemented to develop a comprehensive, connected, and versatile transportation system. One of the main goals of MMLOS is to realize a transportation system that doesn't rely on adding more vehicular capacity alone to address growing needs to move people and goods. The MMLOS approach supports providing other transportation modes including walking, bicycling, and transit to address these needs. The City of Auburn's MMLOS have been developed with the strategic and focused intent of maximizing potential mode shifts from driving cars to walking, biking, and riding transit. The standards work towards this by setting higher level of service standards for walking and biking in areas where doing so will best support existing and planned transit service. 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 PAGE 11 age 201 of 505 MULTIMODAL NETWORK CHAPTER 11 1 2 1 3 14 I s 16 17 I 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 active transportation 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 pedestrians and bicyclists; improve access to transit; and improve vehicle safety, and pedestrian safety. 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. MMLOS is vital to providing an equitable, effective, sustainable, and environmentally balanced transportation system. MMLOS allows a more strategic approach towards moving people and goods as compared to the historic approach of only dh 1 L IL low V&1 Mal using vehicle LOS standards. Products of the historic approach are visible all around us where we see wide multi -lane roadways with narrow or missing sidewalks, neighborhoods and commercial areas with little to no transit services, and an incomplete, often sporadic bicycle network. These deficiencies in the transportation system are understandable given that LOS standards are used to identify where the transportation system is not adequately functioning and, subsequently, used to plan and prioritize improvements to address those issues. If vehicle LOS is the only standard in place, the resulting transportation investments are focused on moving goods and people with motorized vehicles while other modes receive little funding relative to vehicle capacity. 1 Page 202 of 505 IPAGE 12 2024 COMPREHENSIVE TRANSPORTATION PLAN CITY OF AUBURN 2.2. STREETS SYSTEM The City has 249 centerline miles of public roadways. The City's planned arterial street network is mostly established with existing roadways with only a few new arterials that have yet to be constructed. Many of the City's arterial and other streets were not built to current City design standards as the network itself is a product of almost a century of evolving standards and design approaches. Many older roads, including those inherited through several annexations, do not include robust pavement sections and do not accommodate active transportation users. The annexed county road networks present a challenge as they were originally set to provide access to rural areas and not to accommodate existing and future planned higher density housing and commercial areas. The network challenges are most prevalent on the City's West Hill and Lea Hill areas where connectivity is mostly provided by two-lane county roadways that don't form a fully connected network. Constructing new roadways or re -aligning existing roads to improve the network connectivity is heavily constrained by topography, environmentally sensitive areas, existing development, and jurisdictional boundaries. Almost 400,000 vehicle trips use Auburn's streets everyday. Most of the City's arterial and collector roadways have adequate vehicle capacity on sections of roadways without intersections. Where capacity issues do occur, they are mostly at controlled intersections of arterial and/or collector streets. An inventory of the City's street system is maintained using the City's asset management software and geographic information systems (GIS). The inventory includes spatially referenced roadway segments generally delineated between roadway centerline intersections. Each roadway segment includes a set of data associated with it such as roadway width, number of lanes, classification, posted speed, pavement condition index, and initial construction, maintenance/repair, and replacement history. This data is used to generate the maps included in Appendix A. 2.2.1. Functional Classification of City Streets The street system functions as a network. Functional classification is the hierarchy by which streets and highways are defined according to the service they provide. There are three main classes of streets in Auburn: arterials, collectors, and local streets. Map 7. 2024 Roadway Classifications in Appendix A provides the currently adopted classification of Auburn's existing and planned streets. Streets are classified using the Federal Functional Classification system guidelines, as shown in Map 9. 2024 Federal Functional Classifications in Appendix A. The Auburn EDS establishes typical roadway cross sections for each City street classification. Some City streets have specific cross sections and other design elements that have been established through specific studies and/or design efforts. The following City studies or standards are included in this Plan by reference and establish roadway cross sections and other design elements for the studied roadways: R Street SE Corridor Study Lea Hill Road Corridor Study BNSF Railway and A Street SE Crossing Study Downtown Division Street Promenade Project Downtown Urban Standards as Presented in the EDS Other studies that have, or will be prepared and approved, by the City Engineer with consultation and input provided by the Transportation Advisory Board (TAB) and the City Council Designation of functional classifications allows for the preservation of the right-of-way for future transportation corridors, whether the corridor provides access to car, 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. PAGE 13 Page 203 of 505 MULTIMODAL NETWORK CHAPTER 11 1 2 1 3 14 I s 16 17 I The following describes the different classifications used by the City, in order from highest classification to lowest: 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 and are designed to accommodate longer -distance trips, provide the highest level of mobility, and have the highest speed limits of all City streets. Principal arterials will generally carry moderate to high level of large truck traffic. Direct access to adjacent land uses is permitted, although these streets are most likely to have limited or managed access in an effort to enhance safety and preserve capacity. Active modes also use these streets, but rely on sidewalks and other dedicated facilities to safely navigate vehicle traffic. Principal arterials are the framework street system for the City and usually extend beyond the City limits, connecting with neighboring jurisdictions. Principal arterials are heavily utilized as bus routes, carrying both local and regional service. Minor Arterials connect collector and local industrial streets to principal arterials and freeways. They serve moderate length trips, provide 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. Minor arterials will generally carry moderate to low levels of large truck traffic. Direct access to adjacent land use is permitted but may sometimes require limited or managed access in an effort to enhance safety and corridor capacity. Active modes also use these streets, and often rely on sidewalks and other dedicated facilities to safely navigate vehicle traffic. Collectors and Rustic Collectors carry traffic originating from local streets, neighborhoods, and recreational areas to minor and principal arterials. Collectors typically serve only local truck trips and are not typically intended for use by large trucks. Collectors are intended to have a residential neighborhood feel and encourage active transportation. Collectors may accommodate some local transit routes. Rustic collectors are located in areas with less intensive land uses associated with the Residential Conservancy land -use designation and along environmentally sensitive corridors such as Green River Road. Rustic collectors are intended to have a less urban feel and generally don't have separate bike or pedestrian facilities. Rustic collectors do not typically carry fixed route transit services. Local, Local Industrial, and Local Rustic primarily provide direct access to adjacent land uses and connect with other local streets to eventually connect to collectors and arterials. Local streets are not intended to connect traffic between collector and arterial streets, also known as cut -through traffic. Local street networks generally consist of shorter roadway segments between intersections with collectors and arterials and often have cul-de-sacs and looping configurations. Local streets generally do not serve fixed route transit. Local streets are the most common streets in the City and are intended to have a residential neighborhood feel with relaxed and comfortable driving, biking, and walking experiences. Local streets are not intended to serve large truck traffic. Rustic residential streets are a type of local street that serve areas associated with the Residential Conservancy zoning designation. Rustic residential streets are intended to have a less urban feel and typically do not have separate walking and biking facilities. Local industrial streets serve primarily industrial and manufacturing land uses. They are intended to accommodate large trucks and provide a more urban or industrial setting. Alleys are the lowest classification of City street and provide vehicular access to abutting properties generally from the rear or side. Alleys also provide access for garbage collection and emergency vehicles and serve as corridors for city and non -city utilities. Alleys can also serve additional purposes including access management and the alleviation of traffic operations issues on streets with higher classifications (not related to level of service issues). Alleys generally connect to local streets and are short in length without separate walking or biking facilities. 2.2.2. City Street Classification Changes In preparing the Plan, the roadway classifications and street network were reviewed to evaluate if revisions were needed to reflect current and future needs. Previously, the City classified its local and collector streets as being either residential, non-residential, or rustic. There was some ambiguity and inconsistency in the non-residential designation as the name implied that the classification was intended for all commercial, industrial, and non -rustic streets. However, the typical roadway cross sections in the EDS for non-residential streets included wide vehicle travel lanes to accommodate large trucks. The EDS also specified a pavement section for non-residential roads that was very robust, again, intended to serve large trucks. Throughout the City, roads previously classified as non-residential included roads serving Page 204 of 505 PAGE 14 2024 COMPREHENSIVE TRANSPORTATION PLAN CITY OF AUBURN multi -family housing, commercial areas, multi- use areas, and industrial areas. Except some heavy commercial and industrial areas, the wide lanes and robust pavement section specified in the EDS were generally not desirable for these roadways. To address this issue, the decision was made to discontinue the use of the non-residential collector classification. Streets previously classified as non- residential collectors were updated to be reflect the new classification approach. The local street classifications were updated to be either local, local industrial, or local rustic. Streets previously classified as local non-residential streets that serve industrial areas and large volumes of truck traffic were updated to be local industrial streets. Streets that were not local rustic or local industrial were classified as local streets. In addition to the change in roadway classification categories, the assigned classification to various City streets were updated to reflect current and future land -use, traffic volumes, and other factors. A summary of these changes is provided in Appendix E. 2.2.3. State Highways State highways include SR 18, SR 167, and SR 164. A description of each highway is provided in Table 1. 2.2.4. Private Streets and Shared Driveways Private Streets can be appropriate for local access in very limited usage. They provide direct access to City streets and are not intended to connect between two or more public streets immediately adjacent properties. Shared Driveways, sometimes referred to as access tracts provide public right-of-way access for one or more properties. A driveway serving only one property but utilizing an access easement or tract across another property for access to the public right- of-way is also considered a shared driveway. They are most common in panhandle lots or rear lots that do not have street or alley access. Shared driveways have become very common in subdivision projects that are trying to meet density requirements while also working around critical areas and other constraints. Access tracts are privately owned and maintained. 2.2.5. City Streets LOS Streets are based on the amount of delay experienced by drivers at intersections and how the queue of vehicles waiting at those intersections may block other intersections, driveways, and travel lanes. Previously, the City also included corridor delay as a vehicle LOS standard. Corridor LOS is no fable 1. State ROUTE Connects 1-5 to 1-90 through Auburn Within the City limits, has interchanges 18 s with SR 167, West Valley Highway, C Street SW, SR 164/Auburn Way S, Auburn Black Diamond Road, and SE 304th Street providing access to downtown Auburn and Lea Hill Classified as both a Highway of Statewide Significance (HSS) and a National Highway System (NHS) route for the entire corridor segment A full control limited access highway, allowing access only at interchanges within the City limits Also known as the Valley Freeway 167 Serves as an alternative to 1-5, 0connecting south King and north Pierce Counties to the 1-405 corridor to the north 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 Afull control limited access highway, allowing access only at interchanges within the City limits Also known as Auburn Way South 164 A15-mile roadway corridor 0beginning at the SR 18 interchange with Auburn Way S The corridor is aligned southeast through the City, connecting through the Muckleshoot Indian Tribe lands and unincorporated King County before terminating in the City of Enumclaw at itsjunction with SR 410 A City street which is part of a state highway Functionally classified as an urban other arterial by WSDOT, and also a Highway of State Significance (HSS) Subject to WSDOT Complete Streets requirements longer considered because intersections generally control how well the roadway network functions. If a roadway corridor is congested, most often it is the result of delays and queuing at the intersections along the corridor. The City's established policies and actions related to providing an efficient and effective multimodal network include provisions to support efficient, effective, and resilient roadway corridors. Previously the City vehicle LOS standards PAGE 15 Page 205 of 505 MULTIMODAL NETWORK CHAPTER 11 1 2 1 3 14 I s 16 17 I also included reference to other factors like pavement degradation, safety impacts, and general roadway geometry. Since those factors don't have a metric or rating that can be used to determine how well a facility is functioning, they are no longer included as a vehicle LOS standard. Instead, those are addressed with other goals and policies throughout the Plan and provided for with standards established in the EDS. The vehicle LOS methodology used in the City of Auburn for intersection delay is based on the current Figure 1. Vehicle LOS - Illustration of Roadway Delay Table 2. Vehicle Intersection Delay LOS Table edition of the Highway Capacity Manual (HCM) which assigns intersections with a letter designation from `A'through'F' based on control delay. Control delay is the total elapsed time from a vehicle joining the intersection 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. Table 2 shows the LOS ratings for intersections based on the type of intersection control and maximum expected delay times. The Plan policies establish LOS "D" as LLOS D Intersection Operation: Less stable flow Degree of Delay: Long delays LEVEL OF SERVICE INTERSECTION TYPE A C D E F AVERAGE CONTROL DELAY (SECONDS PER VEHICLE) Stop Control* 0 -10 >10 -15 >15 - 25 >25 - 35 >35 - 50 > 50 Traffic Sig naIor 0-10 >10-20 >20-35 I >35-55 >55-80 >80 Roundabout Control** * LOS for stop -controlled intersections with one or more uncontrolled approaches is evaluated based on the movement with the highest delay. ** Intersections with roundabouts are also evaluated using V/C ratio. Source: Highway Capacity Manual, 6th Edition Page 206 of 505 PAGE 16 2024 COMPREHENSIVE TRANSPORTATION PLAN CITY OF AUBURN the minimum standard for most intersections with the exception being signalized intersections of two or more principal arterial roadways which have a LOS "E" minimum standard. Intersections with roundabout control are evaluated using both the letter designation "A" through "F" grade for control delay and the volume/capacity ratio (V/C ratio). The City has adopted WSDOT's Measures of Effectiveness (MOE) approach for roundabouts and established 0.90 as the maximum allowed V/C for each lane group. Another metric used for Vehicle LOS standards in Auburn is based on the length of the queue of vehicles backed up at an intersection. This is a pass/ fail metric based on whether or not all intersection approaches fit within the available queue storage under projected 95th percentile queue lengths. If any approach does not fit within the available storage, the intersection queuing LOS standard is "failed" If all approaches fit within available storage, the intersection queuing LOS standard is "pass." As outlined in the Plan policies, the queuing standard is that the 95th percentile queue shall not extend across an adjacent driveway, alley, or street intersection, except if the driveway, alley, or street intersection is within the functional intersection boundary of the queue in which case the queue may extend to the limit of the functional intersection boundary. Additionally, queuing for a designated turn lane shall not exceed the turn -lane storage area and cause a blockage of adjacent lane(s). 2.2.6. Vehicle LOS Standards - State Highways 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 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. WSDOT has identified a LOS D standard for all urban 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 HSS, and therefore have a LOS D standard. 2.2.7. Transportation Demand Management (TDM) In 1991, the State of Washington adopted its Commute Trip Reduction (CTR) law. The law's intent is to reduce traffic congestion and air pollution by shifting drive -alone commutes to other modes. Today, more than 1,000 worksites take part in the CTR program statewide and the program is well known nationally as an example of impactful TDM. The law requires local jurisdictions to adopt ordinances detailing requirements for employers to implement employee commute trip reduction programs that encourage the reduction of the number of trips and miles people drive alone to work. In 2010, City of Auburn adopted Ordinance 6218, codified by Auburn City Code Chapter 10.02, which provides these requirements for employers within the City limits. Reducing congestion includes strategies to reduce demands on the transportation system. The State of Washington emphasized the importance of TDM by adopting a CTR law. That law requires all major employers, with over 100 employees at a single site and 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 different strategies, they share many of the same benefits. Both reduce the peak vehicle demand, 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 those shown in Figure 2 on the next page. The City of Auburn will continue to encourage drivers of single occupancy vehicles to consider alternate modes of travel such as carpools, vanpools, transit, active transportation 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 designated Regional Growth Centers, and the 2040 mode split targets identified by PSRC for all designated Regional Growth Centers. The existing and 2035 mode split goals for the Auburn Regional Growth Center are summarized in Figure 3 on the next page. 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 transit trips. The reduction in the vehicle mode split will be the result of the right PAGE 17 Page 207 of 505 MULTIMODAL NETWORK CHAPTER 11 1 2 1 3 14 I s 16 17 I mix of land use changes, transportation investments, and roadway pricing tools. Additionally, factors such as shifting demographic trends, preferences, and technology may contribute to mode shifts above and beyond the identified goals. Figure 2. TDM Strategies Through vanpools For high -occupancy and carpools vehicles m POOL VANPOOL I I __ To discourage single occupancy vehicle (SOV) travel ro -.� Figure 3. Regional Center Mode Split Goals To compress the work week or shift the commute outside the typical commute hours 0SMTWiFS Encouraging non -motorized travel through design features t Ofi0 a81% 8% 6% 2% 3% 10, So % 8% 2703ho 4% 5% Page 208 of 505 PAGE 18 2024 COMPREHENSIVE TRANSPORTATION PLAN CITY OF AUBURN 2.2.8. Existing and Future Vehicle LOS Conditions I Existing Conditions In 2022, the City collected average daily traffic counts from arterial and collector streets and peak hour turning movement counts at 157 intersections in Auburn. These observations formed the basis for the existing conditions analysis of traffic operations in Auburn. Existing turning movement counts were analyzed using Synchro traffic operations software to calculate the LOS at each study intersection for the busiest hour during the weekday AM (7:00 - 9:00 am) and PM (4:00 - 6:00 pm) peak periods. Wherever possible, HCM 6th edition analysis was used. In some cases, due to incompatible intersection channelization and/or phasing settings, HCM 2000 was applied. Of the 157 intersections evaluated, the 11 (or 8%) shown in Table 3 are currently operating below the City's adopted LOS standard. Figure 4 displays the existing LOS standard of evaluated intersections and numbered intersections currently operating below the LOS standard. The majority of intersections operating below adopted level of service standards or failing intersections have two-way stop -control; of the 13 failed intersections, three are signalized, one has all -way stop -control, and eight have two-way stop - control. The PM peak hour period is also when the network is under most strain: seven intersections are failing only during the PM peak hour, while only four intersections are failing only during the AM peak hour, and two intersections are failing during both AM and PM peak hours. In addition to current failures, five intersections are operating near the threshold of failure in the AM and three are approaching the City's standard in the PM, indicating that future growth could cause the level of service to drop below standards. Many of the intersections with existing level of service issues are on Lea Hill or West Hill. Multiple intersections along Auburn Way South (SR 164), M Street SE, and A Street SE carry heavy volumes of both local and regional traffic and are close to or failing City and/or state LOS standards. Future Conditions (2044 Preferred) To forecast what travel patterns might be in 2044, the City's VISUM-based travel demand model was applied. Developing these forecasts required validation of the model to confirm it could replicate existing traffic volumes (with model inputs reflecting 2022 roadway and land use conditions throughout Auburn). Then, the model was updated to reflect land use and transportation conditions expected under the 2044 preferred land use scenario from the City's Table 3. Intersections Operating Below the LOS Standard per 2022 Traffic Counts INTERSECTION 1 116th Ave SE & SE 304th St 2 46th PL S / 44th Ave S & S 321st St / 51st Ave S 3 Slst Ave S & 316th Ave 4 A St SE & 44th St SE 5 Auburn Way North & 45th St NE 6 Auburn Way South & 17th St SE 7 C St SW & 3rd St NW 8 Henry Rd NE/Pike St NE&8thSt NE 9 Lakeland Hills Way SE & Oravetz Rd SE 10 M St SE & 12th St SE 11 MStSE&AWS 12 R St SE & 33rd St SE 13 Howard Rd/ 21st St SE EXISTING LOS • OK O Approaching Standard O At Standard • Failed NUMBER OF INTERSECTIONS 111 27 6 13 Comprehensive Plan Land Use Element. Table 4 lists the projects included in the Initial 2044 Preferred Land Use Future model. The table also indicates what the current project status is and what are the next steps planned for the project. The next steps indicate whether or not the project will be retained or removed from the Plan project list included in Appendix B. PAGE 19 Page 209 of 505 MULTIMODAL NETWORK CHAPTER 11 1 2 1 3 1 4 1 5 1 6 1 7 1 Figure 4. Existing Intersection Level of Service ® CK o Approaching Standard o At Standard • Failed s6 —�— SE.2alST ST �I SE 284TH Si N W / % 1 a a r _ o I I N I Q N w ^ SE 316TH ST 4 m I C I , _ _ I City Boundary Downtown Urban Center Page 210 of 505 PAGE 20 2024 COMPREHENSIVE TRANSPORTATION PLAN CITY OF AUBURN Table 4. Improvement Projects in the Initial 2044 Preferred Land Use Future Model Lea Hill Road SE & 112th Design Programmed Retain in 2024 CTP 1-6 Avenue SE Roundabout for 2027, Construction Project List Not Yet funded. 1-10 R Street SE & 21st Street Design Underway, Construction Retain in 2024 CTP SE Road Roundabout Programmed for 2025 Project List Design Programmed Effectiveness of Project I-11 SR 164 & 6th Street for Construction in Mitigating LOS SE Improvement Not Yet Funded Yet questionable. Remove project from TIP and CTP. Lea Hill Road SE & 104th Design Underway, Seek Construction Funding. 1-12 Avenue SE Roundabout Construction Not Yet Funded Retain in 2024 CTP List. loth Street NW & A Design Underway, Project to be substantially 1-15 Street NW Signal Construction complete by end of 2024. Programmed for 2024 Remove from 2024 CTP list. SR 167 NB Ramps & 15th Removed from TIP. Alternate Project Developed 1-16 Street NW Improvement Design and Construction to Address LOS issue. Not Funded Remove from 2024 CTP List. Design Underway, Project By Others and R 2 Stewart Road Widening Construction Outside City of Au burn. (City of Sumner) Programmed for 2025 Remove from 2024 CTP Project List. Project to be substantially R-4 A Street Loop Construction underway complete by end of 2024. Remove from 2024 CTP list. R-5 A Street NW & 3rd Street Design and Construction Retain in 2024 CTP NW Improvement Not Yet Funded Project List Auburn Way S Design Underway, Project will still be in R-6 Widening (Hemlock Construction construction by end of Street to Poplar St) Programmed for 2024 2024. Retain in 2024 CTP Project List. M Street NE Widening (Main Design Underway, Retain project in 2024 R-7 Street to 4th Street N E) Construction Programmed for 2025 CTP Project List. R Street SE Widening Design Underway, Retain project in 2024 R-13 (22nd to 33rd) Construction Not CTP Project List. Yet Funded (Continued on next page) Page 211 of 505 PAGE 21 MULTIMODAL NETWORK CHAPTER I 1 12 13 14 15 16171 Design Underway, Project to be substantially R-16 RGC Access Improvements Construction complete by end of 2024. Remove from Programmed for 2024 2024 CTP Project List. Design Underway, Seek construction R-26 E Valley Highway Widening Construction Not funding. Retain in 2024 Yet Funded CTP Project List. Design Underway, Project to be substantially R-27 Garden Avenue Construction complete by end of Realignment Programmed for 2024 2024. Remove from 2024 CTP Project List. P 3 loth Street NE Design and Construction Retain in 2024 CTP Improvements Not Yet Funded Project List 2019 COMP IMPROVEMENT PROJECT PROJECTPLANID 2 1 Street NE Extension (45th Complete p Remove from 2024 Street NE to S 277th St) CTP Project List 11 116th Avenue SE & SE 320th Not funded Retain in 2024 CTP Street Roundabout Project List Combine with M/12th 16 M Street SE Widening (8th Not funded signal project in 2024 Street SE to Auburn Way S) CTP Project List 19 116th Avenue SE & SE 312th Not funded Retain in 2024 CTP Street Roundabout Project List 22 M Street SE & 12th Not funded Combine with M Street SE Signal Street SE Widening 23 M Street SE & 29th Not funded Retain in 2024 CTP Street SE Roundabout Project List 30 R Street Bypass (M Not funded Retain in 2024 CTP WSDOT Street SE to SR 18) IMPROVEMENT PROJECT Project List n/a PROJECT SR 167 HOV Widening Construction Project by Others. Remove (15th Street SW to SR 410) Programmed for 2025 from 2024 CTP Project List. Page 212 of 505 PAGE 22 2024 COMPREHENSIVE TRANSPORTATION PLAN CITY OF AUBURN The initial 2044 Preferred Land Use Future Model was used to generate future travel demand volumes and turning movement counts at 162 study intersectionsz throughout the city during the busiest hour of the weekday AM (7:00 - 9:00 am) and PM (4:00 - 6:00 pm) peak periods. Figure 5 shows the forecast 32% increase in households and 44% increase in jobs in the City of Auburn between 2022 and 2044. AM peak hour trips are forecast to increase by 28% (from 22,900 trips today to 29,300 trips in 2044). PM peak hour trips are forecast to increase by 37% (from 30,700 trips today to 42,200 trips in 2044). Forecast volumes from the preferred land use alternative model were then applied to study intersections using Synchro software to test future LOS. In the preferred land use alternative,162 intersections were analyzed. Of these, 22 intersections are forecast to operate below City or state LOS standards in 2044. These intersections are listed in Table S. Of the intersections forecast to fail, 10 currently do not meet the adopted LOS standards. These 10 intersections are highlighted in pink in Table S. Figure 6 shows a map of intersection LOS across the City. Figure S. Changes in Trip Generation Between 2022 Existing Condition and the Preferred Land Use 2044 Alternative 0 2022 Existing ■ 2044 Preferred S Change 32% or 10,600 L ft Households 44% or 20,800 o 0 00 Jobs 28% or 6,400 — o % — o M O� N A. si AM Peak Trips 37% or 11,500 _L J PM Peak Trips Table S. Intersections Operating Below the LOS Standard INTERSECTION 1 112th Ave SE & SE 304th St 2 116th Ave SE & SE 304th St 3 15th St NE & M St NE 4 30th St NE 5 46th PL S / 44th Ave S & S 321st St / 51st Ave S 6 51 st Ave S & 316t h Ave 7 56th Ave S & S 316th Ave 8 A St SE & 12th St SE 9 A St SE & 21st St SE 10 A St SE & 44th St SE 11 A St SE & Ellingson Rd / 41st St SE 12 Auburn Way North & 42nd St NE 13 Auburn Way North & 45th St NE 14 Auburn Way South & 17th St SE 15 C St SE & Ellingson Rd 16 C St SW & 3rd St NW 17 Henry Rd NE/Pike St NE&8thSt NE 18 IStNE&37thStNE 19 IStNE&45thStNE 20 Lakeland Hills Way SE & Oravetz Rd SE 21 M St SE & AWS 22 SE 304th St & 118th Ave SE NUMBER OF FUTURE LOS INTERSECTIONS • OK 88 O Approaching Standard 33 O At Standard 19 • Failed 22 2 Note that the future scenario includes five intersections that do not exist today. PAGE 23 Page 213 of 505 MULTIMODAL NETWORK CHAPTER I 1 12 13 14 15 16 17 Figure 6. Intersection Level of Service in the 2044 Future Preferred Land Use Alternative v 0 0 • 0 Q w; tiI 2� L _ O-74 t 52g2N0 s 371 L S 2%TH ST 481ST Sr - SE 284TH ST N y� > w� O S � �^---------r------------------\ D: Ok Intersections Operating —! City Boundary Approaching Standard Below LOS Standard in Downtown Urban Center Existing Conditions At Standard Failed ON Page 214 of 505 PAGE 24 2024 COMPREHENSIVE TRANSPORTATION PLAN CITY OF AUBURN Of the intersections forecast to operate below LOS standards by 2044, the vast majority have two-way stop -control; only three failing intersections are signalized, four have all -way stop -control, and 14 have two-way stop -control. More of the intersections are impacted during the PM peak hour than in the morning, similar to existing conditions. In addition to the 21 intersections that are expected to fail city or state standards by 2044,14 intersections are forecast to operate at the City's LOS standard, two in both the AM and PM, three in the AM and nine in the PM peak hour, signaling that increased growth could test the capacity on more of the road network in Auburn. With some exceptions, Vehicle LOS issues associated with the preferred land use alternative are concentrated along five corridors, where multiple intersections will fail to meet City or state LOS standards: East: SE 304th Street corridor on Lea Hill North: I St corridor and Auburn Way N West:51st Ave S / S 321st Street Corridor on West Hill South: A Street SE corridor 2.2.9. Addressing Vehicle LOS Deficiencies Projects to Address Existing and Forecast LOS Issues Where the future analysis indicated that an intersection would not meet adopted LOS standards in 2044, measures to address the deficiency were identified, evaluated, and costed. City transportation policies, goals, site characteristics, and and adjacent planned or underway projects were considered to identify effective and desirable improvements. The types of improvements considered included roundabouts, re-channelization of intersections, access management, turning restrictions, and signalization. Where a signalized intersection was deemed a desirable solution, MUTCD llth Edition signal warrants were applied to determine if forecast volumes would warrant signalization of the intersection. In instances where a failing intersection would not meet MUTCD signal warrants, non -signalized mitigation measures, such as channelization and access management, were considered. All improvements were analyzed using Synchro traffic operations software to ensure the recommended measure would facilitate the intersection meeting the adopted level of service standards in the 2044 preferred land use alternative. Projects to implement these improvements are included in the project list in Appendix B. ITrip Reductions The Preferred scenario includes reductions to vehicle trip generation rates to reflect shifts to other travel models due to increased density and mixed -use development projects, focused land use growth and increased access to additional active transportation facilities, transit service, increased vehicular travel costs, and demographic changes. The reduction percentages were determined based on results from PSRC's regional travel demand for travel behavior changes in the City of Auburn. Reductions were applied across the City based on the Transit LOS rating. This metric is based on walking proximity to transit. Reductions were only applied in areas with level of transit service 1 and 2, the highest quality transit options in the City: within the walkshed of Auburn Station and frequent transit routes (BRT and routes with less than 30 minute headways). The reductions in vehicle trip rates ranged from 1.5 to 8.0 percent based on trip type (commute vs. non - commute) and transit area type. IRegional Capacity Projects In addition to projects that provide additional vehicle capacity to meet City vehicle LOS standards, a set of projects have been identified that would provide regional system -wide capacity benefit. These projects are included in the Regional Transportation Plan (RTP), by the Puget Sound Regional Council (PSRC) and are listed below: Auburn Way South - Hemlock to Poplar (currently in construction) Auburn Way South: 32nd St to City Limit (candidate project) Auburn Way South - Poplar to 32nd St (candidate project) E Valley Highway Widening (currently in design w/planned construction start in 2028) M Street NE Widening, E Main St to 4th St NE, (currently in design w/planned construction start in 2025/2026) M Street SE Corridor Improvements (8th St SE to Auburn Way S) See Project Comp-20 in Appendix B. For more information regarding these projects, please refer to the PSRC Regional Transportation Plan available at https://www.psrc.org/planning-2050/regional- transportation-plan. I SR 167 Master Plan The SR 167 Master Plan update includes recommendations to address the significant congestion and impact on local roadways from regional traffic flowing through the SR 167 corridor. PAGE 25 Page 215 of 505 MULTIMODAL NETWORK CHAPTER 11 1 2 1 3 14 I s 16 17 I The plan calls for an additional express toll lane in each direction and interchange improvements on SR 167 at 15th Street NW, SR 18, and 15th Street SW to reduce bottlenecking and queuing issues. These changes are complemented by a suite of transit improvements and active mode access improvements in the surrounding area. Additionally, the master plan also includes support for reconstructing the BNSF freight railway over Ellingson Road to reduce bottleneck and impacts to traffic. For fu rther review of the SR 167 master plan, visit the WSDOT project website. SR 167 Master Plan Planning and Environmental Linkages (PEL) Study Im., —, DUNE 2023 ® �r 2.3. ACTIVE TRANSPORTATION Active transportation is an integral component of Auburn's transportation system. Active transportation includes walking, bicycling, and rolling. The City seeks to enhance the active transportation travel environment both for recreational travel and trips that might otherwise be taken via a car to improve mobility and environmental health. The City recognizes that the past development of the transportation system has prioritized the automobile as the primary travel mode. A side effect of this has been conditions less conducive to active transportation travel. The City seeks to redress the balance by enhancing conditions in which active transportation modes are a realistic and attractive travel option. Over the last 15 years, there have been significant improvements to active transportation facilities in Auburn's Regional Growth Center (Downtown Auburn). Sidewalk, ADA, and lighting improvements have been made to Main Street, S Division Street Promenade, City Hall Plaza and Plaza Park, and behind the shops on East Main Street. Growth in the downtown core has resulted 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 Auburn Station and transit hub at West Main Street and C Street SW provide pedestrians more options for connecting to regional destinations. [t SR 167 PEL Studv These improvements contribute to a more hospitable environment for pedestrians. Despite the progress that has been made over the past several years, there are still many areas of need and gaps in active transportation systems in Downtown Auburn and in other areas throughout the city. 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 high volumes of vehicular traffic and wide streets along arterials, such as Auburn Way, pose a barrier for pedestrians crossing the roadway. 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, Page 216 of 505 PAGE 26 2024 COMPREHENSIVE TRANSPORTATION PLAN CITY OF AUBURN sidewalks built to the city standards applicable at the time of their construction are provided on both sides of the street. The Lea Hill and West Hill neighborhoods have a sporadic and often disconnected sidewalk system. Most newer residential developments have sidewalks, but many of the older residential areas and arterial streets are missing large segments of sidewalk, resulting in an inconsistent pedestrian environment. The Auburn Valley is flat and conducive to cycling for a range of skill levels and has a good network of existing or planned north -south biking routes and trails. Areas along the Green and White Rivers provide 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. Conversely, there are few existing east -west connections between the West Hill and Lea Hill areas of Auburn which are more challenging due to steep topography. Many bicycle lanes existing throughout the City but often have gaps before forming a fully connected network or connection to transit and trails. Planning and developing a strong active transportation network supports several state and national acts including Washington's GMA, CTR Act, the federal Clean Air Act, the ADA, and the Move Ahead for Progress in the 21st Century Act (MAP-21) and its successors. Supporting the active transportation system helps ensure compliance with these initiatives and the healthy community principles espoused by PSRC through Vision 2050. It also increases funding opportunities for City projects. Improving the active transportation system also helps address the findings of the citywide Health Impact Assessment, 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; and improve traffic safety, and pedestrian safety. 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 walking and biking environment. 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 Figure 7. Existing Bike Facility Statistics as of January 2024 22.62 m i Class I Bikeways 1.29 Int i I Class II Bikeway with Buffer Both Sides of Roadway 0 m l Class II Bikeway with Buffer Intermittent or 1 Side of Roadway ay 15.95 mi 4.21 mi E Class II Bikeway Intermittent or 1 Side of Roadway 2.60 mi . Class III Bikeway with Pavement Markings TOTAL: 46.67 m i the Sumner Link Trail via a tunnel under the BNSF railway. Map 2.2024 Bike Route Network in Appendix A illustrates the existing and proposed trail network within the City. In 2024, the City's existing bike facilities were mapped using aerial photography and field verification. All roads in the City of Auburn are considered Class III Bikeways. However, only bike facilities of Class III Bikeways with Pavement Markings level and higher were included in the inventory. The inventory is depicted in Map 3. 2024 Existing Bike Facilities in Appendix A and yielded the statistics shown in Figure 7. A citywide sidewalk inventory was completed in 2022. This initial inventory collected the following information for city sidewalks: Location Surface type (concrete, asphalt, brick) Width Length Surface area The inventory was collected prior to the development of the Pedestrian Level of Traffic Stress (LTS) standards and for many sidewalks, doesn't include all information needed to determine the Pedestrian LTS. An ongoing effort is underway to collect this additional information that will then be used to evaluate and document where existing sidewalks meet or don't meet pedestrian LOS standards. The total length of City sidewalks inventoried in 2022 was 298 Miles. PAGE 27 Page 217 of 505 MULTIMODAL NETWORK CHAPTER 11 1 2 1 3 14 I s 16 17 I 2.3.1. Active Transportation Level of Service Standards The Plan policies establish active transportation LOS standards based on the LTS, shown in Figure 8. This approach is consistent with Washington State, Pierce County, and King County policies and standards. LTS describes how comfortable a pedestrian or bicycle route feels to its users based on a variety of variables including posted speed limit, traffic volumes, whether or not the roadway is a truck route, and the type of active transportation facility provided. Active transportation facilities in, or along, roadways with higher vehicle speeds and volumes generally have higher LTS scores because the vehicle traffic makes it less comfortable for bicyclists and pedestrians to use those facilities. Facilities that provide more separation between active transportation modes and adjacent roadway vehicular traffic and/or on lower speed roadways are more comfortable for bikes and pedestrians and therefore have a lower LTS The City rates the LTS of its bicycle and pedestrian facilities on a scale of "1" to "4" with 1" being the Figure 8. Level of Traffic Stress (LTS) most comfortable facilities and are the most likely to be used by people with a wide range of ages and abilities and "4" is the least comfortable and are likely to be used by only a select group of people and may present a barrier to the general walking and biking community. 2.3.2. Walking LOS Standards The City's pedestrian network consists mostly of sidewalks and roadway shoulders. Trails and alleys also provide pedestrian connectivity in some areas. The City utilizes the Pedestrian Facility LTS Table shown in Table 6 to identify the LTS scores for pedestrian facilities. The Plan policies establish an LTS of "2" as the minimum standard for new and upgraded pedestrian facilities. The Plan policies also establish that new and upgraded pedestrian facilities will meet current ADA requirements. The Plan policies support actions to identify, prioritize, and plan improvements to existing pedestrian facilities to meet current LTS standards and ADA requirements. LTS2 IN LTS 3 LTS4 Safe and comfortable for people of a Less comfortable than wide range of ages and abilities. LTS 1, but tolerable for people of a wide range of ages and abilities. Table 6. Pedestrian Facilitv LTS Table Tolerable for Uncomfortable confident, for most people experienced biking. Not bicyclists and suitable for pedestrians. pedestrians. ROADWAY NO SEPARATE 5' SHOULDER 5' SIDEWALK WITH 10, CLASS PEDESTRIAN S' SHOULDER S' SIDEWALK WITH 5' PHYSICAL SIDEWALK FACILITY SEPARATION BARRIER Alley ` Local Rustic ■ I -a Rustic Collector I -a Local Collector I Local Industrial Minor Arterial _ - Principal Arterial Page 218 of 505 PAGE 28 2024 COMPREHENSIVE TRANSPORTATION PLAN CITY OF AUBURN 2.3.3. Biking LOS Standards The planned and existing routes making up the City's bicycle transportation network have been classified as either Regional, Priority, or Auxiliary Routes and are shown on Map 2. 2024 Bike Route Network in Appendix A. These classified bicycle routes, both existing and planned, support general movement of cyclists throughout the City and have been identified to provide connectivity between neighborhoods and commercial areas to transit stops, regional trail connections, and the downtown urban center. Streets and trails not identified as Regional, Priority, or Auxiliary routes provide important connections between local destinations, recreational use, and access to the bicycle transportation network. Regional routes provide connectivity through the City to areas outside the City Priority routes provide connectivity from Auxiliary Routes to Regional Routes, frequent transit stops, and Auburn Station Auxiliary routes provide connectivity to Priority Routes from neighborhoods, commercial areas, schools, services, and non -frequent transit stops The Plan policies establish standards that require Regional Routes to have the lowest LTS of "1", Priority Routes to have a slightly higher LTS of "2" or less, and Auxiliary Routes to have an LTS of no more than "3". Bicycle facilities not identified as being Regional, Priority, or Auxiliary do not have assigned LTS standards d are designed in accordance with the standard roadway cross sections by street classification in the EDS. The City utilizes the Bicycle Facility LTS Table shown in Table 7 to identify the LTS scores for bicycle Figure 9. Bikeway Standards facilities. The table represents a simplified approach towards evaluating bicycle level of traffic stress. In some cases, factors not shown in the table may need to be considered and could necessitate the use of a more robust bike facility than is shown on the table to achieve the level of traffic stress standard. Standards for Class I, II, and III Bikeways are included in the EDS, shown in Figure 9. The EDS will be periodically updated to reflect current and emerging approaches towards achieving LTS standards with differing treatments and approaches. Although a bike network route is not identified on SR 164, this state route is subject to WSDOT complete streets requirements. Per these standards, SR 164 would require a minimum of a separated trail (Class I Bike Facility) to meet WSDOT level of traffic stress requirements. The City will look for opportunities to improve SR 164 to include these facilities where feasible with capital and development project improvements and in partnership with the Muckleshoot Indian Tribe. 2.3.4. Sidewalk Facility Gap Analysis The inventory of existing sidewalks was used to identify gaps in the City's sidewalk network. Improvements to address gaps and to address safety, accessibility, and level of traffic stress deficiencies have been, or will be, identified and included projects in this plan or addressed with future projects and programs. Class III bikeways typically Class II bikeways are generally Class I bikeways are bicycle facilities has the bicyclists and vehicles bicycle lanes in the roadway but that are outside the roadway and sharing travel lanes. separated from vehicular traffic. are usually separated from roadway traffic by curbing, landscaping, buffer hardscaping, or physica! barriers. Page 219 of 505 PAGE 29 MULTIMODAL NETWORK CHAPTER I 1 12 13 14I 5 16 17 Table 7. Bicycle Facility LTS Table POSTED ARTERIAL CLASS III SPEED TRAFFIC CLASS III BIKEWAY CLASS II CLASS II CLASS I VOLUME/ W/ BIKEWAY LIMIT FREIGHT BIKEWAY BIKEWAY BIKEWAY PAVEMENT W/BUFFER (MPH) CLASS MARKINGS <3k 25/Not 3-7k ' ■■ Posted >_7k ' ■■ <15k ' ■■ 30 >_15 k <25k 35 >_25k 40+ Any Volume _ Any T-2* or Greater 2.3.5. Bike Facility Gap Analysis The inventory of existing bike facilities was evaluated using the LTS Table to determine the LTS for existing facilities. The existing bike facilities LTS data was compared to the MaD 2.2024 Bike Route Network in ADDendix A of regional, priority, and auxiliary routes to identify gaps in the planned bike network and existing bike facilities that do not currently meet the LTS standards. The comparison yielded the following statistics shown in Figure 10. Bike facilities not located on the City's bike network do not have an LTS standard and were therefore not assessed for a gap between the provided LTS and the LTS standard. Completing gaps in the bike network and upgrading bike facilities to meet or exceed LTS standards in areas closer to transit services and where those transit services are more frequent and convenient (level of transit service "1" or "2", see Section 2.4.2. Transit LOS Standards) is more likely to encourage a mode shift from cars to bikes and transit. These projects would help relieve vehicle congestion and reduce needs for increased vehicle capacity and are therefore eligible to be funded with a per person trip transportation impact fee program. These projects are listed in Appendix B. Figure 10. Bikeway Network Assessment Statistics as of January 2024 • OF OF �S 9 rStandards /LIX100% 49% % Of RegionalRoutes Of Priority Routes ry Routes Meet LTS Meet LTS LTS Standards Standards Page 220 of 505 PAGE 30 Auburn Station Transit service is a key component ofAuburn's transportation system, p roviding mobility within the City and access to and from the City. Unlike the street and active transportation systems, y Auburn does not directly administer transit service. Rather, the City works with >, local and regional transit agencies to coordinate service. The transit agencies are publicly funded and are responsible for providing transit service within their +. �• individual service boundaries. Today, Auburn is served by local and regional bus service and commuter rail. 'K4 FA ^ 6�� ti i �A SAFE DRIVE 15 = WINNING DRIVE. i MULTIMODAL NETWORK CHAPTER I 1 12 13 14 15 16171 Figure 11. Types of Transit Services in Auburn AUBURN STATION (MANY TRANSIT OPTIONS AVAILABLE) Sound Transit Sounder commuter rail service KC Metro and Muckleshoot Tribal Sound Transit express bus service Transit local route service KC Metro frequent route service KC Metro DART service Pierce Transit express route service Frequent Routes BRT - Bus Rapid Transit (Rapid Ride) row i Local Routes DART & Express Routes ' 0 Level Service/ Distance of Service Frequency Between Stops < 15 MINS OR LESS HIGHEST headways during service hours STOPS service EVERY 1/2 frequency/ Minimum 4 buses/hour during hours peak times (currently route MILE 160) <_ 30 MINS headways MEDIUM during peak hours STOPS service <_ 60 MINS during service EVERY 1/4 frequency/ hours outside of peak hours MILE hours (currently routes 181,184, Muckleshoot Tribal Transit) Service with few stops between destinations, intended to take riders LIMITED quickly to the key STOPS service destinations. EVERY frequency/ Express routes are currently 1/4 MILE hours routes 497, 566, and 578 Dial -A -Ride Transit Service (DART) routes are currently routes 915 and 917 Page 222 of 505 PAGE 32 2024 COMPREHENSIVE TRANSPORTATION PLAN CITY OF AUBURN I King County Metro Transit (KC Metro) KC Metro offers a network of bus service in Auburn, connecting the city to the region. KC Metro adopted and implemented changes to its network in September 2020, via the Renton - Kent -Auburn Area Mobility Plan (RKAAMP), and some routes were affected. These changes were in part to accommodate the planned RapidRide I Line, which would replace a portion of Route 160, 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. Route 160 provides connection between Auburn Station, Kent Station, and the Renton Transit Center with very limited stops in between. It provides a maximum of 15-minute service during peak hours and 30-minute service during off-peak, and operates from 4 am to 3 am on weekdays and from 5 am to 3 am on weekends. This route will become the RapidRide I Line in 2026 and will provide service every 10 to 15 minutes. Route 165 provides regional service between Kent, Auburn, and Green River College. It connects with Route 181 at Green River College. This route provides 20-minute service during peak hours and 30- to 60-minute service during off-peak, operating from 5 am to 12 am on weekdays and 6 am to 12am on weekends. 49 I& -to is Route 181 provides KC Metro provides p dailyservice between the Twin Lakes Park - frequent, local, and DART and -Ride, Federal Way bus services linking Commons Mall, Federal Way Transit Center, the destinations within the Outlet Collection, Auburn community and providing Station, and Green River College. It provides 15- to regional connections to 30-minute service during the Auburn Station. peak hours and 30- to 60-minute service during v_ off-peak, operating from 5 am to 11:30 pm on weekdays and 6:45 am to 11:30 pm on weekends. Route 184 provides daily service from Auburn Station to south Auburn. It provides 20- to 30-minute service during the day, and 30- to 60-minute service during nights and weekends, and operates from 4:30 am tot:30amonweekdays and5:30amto2amon weekends. Route 915 provides weekday and Saturday service between Auburn Station and Enumclaw via Auburn Way South. The route also includes a small portion of DART service with limited, variable routing in response to rider requests in downtown Enumclaw and the northern part of the Auburn Downtown Urban Center around the MultiCare Auburn Medical Center. This route provides 40- to 60-minute service, operating from 4:30 am to 7:45 pm, during weekdays, and 90-minute service, operating from 10 am to 6:30pm, on weekends. 4F PAGE 33 Page 223 of 505 MULTIMODAL NETWORK CHAPTER 11 1 2 1 3 14 I s 16 17 I Route 917 provides weekday and Saturday service between A St SE, 41st St SE, Algona, the Outlet Collection, and Auburn Station. The route offers DART service (limited variable route) in portions of Pacific. This route provides 25- to 40-minute service on weekdays, and 60-minute service on weekends. It operates from 5 am to 7 pm on weekdays and from 8:30 am to 5:45 pm on weekends. Metro Flex Metro Flex is an on -demand neighborhood ride share service, allowing transit users to ride anywhere within its service area at the same cost as a KC Metro bus trip. Metro Flex provides service in places that are not near frequent bus or rail service, helping to fill transit gaps in the areas that it serves. While Auburn is not currently within a Metro Flex service area, it is on the short list for expansion of the program. ACCESS ACCESS Transportation is a KC Metro paratransit service, providing door-to-door, shared -ride van transportation within most of King County. The ADA requires door-to-door paratransit service for persons whose disabilities prevent use of accessible fixed - route bus service. Vanpool Services KC Metro sponsors van pool 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 KC Metro owns and operates the Auburn 15th Street NW Park -and -Ride with approximately 150 surface parking stalls. KC Metro also operates into Auburn Station, which is managed by Sound Transit. Page 224 PAGE 34 2024 COMPREHENSIVE TRANSPORTATION PLAN CITY OF AUBURN IPierce Transit Route 497 is operated by Pierce Transit in partnership with the City of Auburn and KC Metro. It operates peak hour weekday service between Lakeland Hills and Auburn Station. As a morning and evening service meeting Sounder commuter rail schedule, Route 497 is a commuter -oriented route, but is open to all riders. Route 497 primarily serves Sounder passengers and significantly reduces the demand for commuter parking at the Auburn Station parking garage managed by Sound Transit. Vanpool Services are provided by Pierce Transit similar to those offered by KC Metro. ISound Transit Sound Transit is the regional transit provider for the many parts of the Puget Sound region. 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 to Tacoma to Seattle route (S Line) via the BNSF Railway. The S Line provides weekday peak hour trips northbound to Seattle in the morning and southbound from Seattle to Tacoma to Lakewood in the afternoon. Limited reverse direction trips are also provided in each peak hour, as well as limited midday service. Some connections are available between S Line Sounder trains, which terminate in Seattle, and N Line Sounder trains from Everett to Seattle. Additional special event service to and from Seattle for Mariners, Seahawks, and Sounders games on some weekends. Currently, nine trains operate northbound to Seattle in the morning peak, and ten trains return southbound during the evening peak. Three trains operate southbound to Tacoma/Lakewood in the morning and northbound to Seattle in the evening. There is currently one midday train running northbound to Seattle. Due to shifts in ridership since the COVID-19 pandemic and changes in many commuters' work schedules, particularly the increase in telework, Sound Transit is re-examining the priorities from the 2020 Sounder South Strategic Plan. Prior to the pandemic, near capacity ridership growth was expected during peak periods, resulting in the plan prioritizing longer trains (from seven cars to ten cars) during the peak periods. However, since the pandemic, peak ridership has lowered, leading Sound Transit to consider prioritizing new trips, including more trips during off-peak hours, over longer trains. 0 Welcome Aboard! 3 Any new trips, however, will require approval from BNSF Railway, which owns most of the tracks the Sounder runs on. As part of its re-examination of its priorities, Sound Transit conducted public engagement around the question of longer trains during peak hours versus more trips. The survey results showed that approximately 90% of respondents preferred adding new trips over longer trains. Sound Transit will use the feedback from its public engagement, along with other research, to inform Sound Transit Board discussions regarding its Sounder S-Line priorities. Regional Express Bus Service Route 566/567 offers daily weekday, limited -stop service between Auburn Station, Kent Station, Renton Transit Center, Bellevue Transit Center, and Overlake Transit Center. It provides 20- to 30-minute service northbound during the morning peak from 5:30 am to 11 am, and 20- to 30-minute service southbound during the evening peak from 1:40 pm to 8 pm. Route 577/578 offers daily limited -stop service between Puyallup, Sumner, Auburn, Federal Way, and Seattle. Route 577 provides service between the Federal Way Transit Center and Seattle during the peak periods when the Sounder train is in operation. The 578 provides service between Puyallup and Seattle during the off-peak hours when train service is not currently provided. Route 578 provides 30- to 60-minute service on weekdays. On weekends, Route 578 provides hourly service. PAGE 35 Page 225 of 505 MULTIMODAL NETWORK CHAPTER I 1 12 13 14I 5 16 17 Auburn Station Sound Transit owns and operates Auburn Station located in downtown Auburn. This full -service multimodal facility provides parking for a total of 633 vehicles in a six -story parking garage and a surface parking lot. A new parking garage is expected to be available for transit users in 2027, offering an additional 525 parking stalls. A number of parking stalls are reserved for ca rpool/van pool, 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 the Sounder commuter rail are approximately1,300 per day. I Muckleshoot Tribal Transit MIT currently operates the Muckleshoot Tribal Transit (MTT) services that offers two publicly available transit routes. The Reservation Hot Lap provides local service between SE 384th Street and SE 416th Street with 30- to 60-minute service from 7 am to 8 pm on weekdays. The Reservation Route serves the SR 164 corridor generally between SE 416th Street, Downtown Auburn, and the Outlet Collection with 30-minute service from 5:30 am to 8:30 pm on weekdays, and 30-minute service from 10 am to 4:30 pm on Saturdays and holidays. MTT shares many stop locations with KC Metro and is a valuable resource to the community as the service is free to all passengers. ��'. Page 226 of 505 PAGE 36 2024 COMPREHENSIVE TRANSPORTATION PLAN CITY OF AUBURN 2.4.2. Transit LOS Standards Different agencies take different approaches towards transit LOS standards. Unlike facilities and services for other transportation modes, the City of Auburn does not own or operate transit facilities and does not directly provide transit services. It follows that the City evaluates and utilizes transit LOS standards differently than transit service providers (KC Metro, Pierce Transit, Muckleshoot Indian Tribe, and Sound Transit). Agencies that provide transit service typically utilize transit LOS standards to identify deficiencies in transit services and plan for expanded or improved transit services and facilities. The City of Auburn's approach utilizes transit LOS standards to identify and prioritize investments in other transportation modes that would best encourage people to use transit services instead of driving. This approach utilizes transit LOS as a gauge to evaluate the likelihood that people would choose transit over driving. The variables used to evaluate transit LOS by the City are proximity to transit services and the type of transit services available to the area. People in areas that are within closer walking and biking distances to transit services are more likely to use those services and therefore those areas have a higher transit LOS than areas further from transit services. Similarly, people are more likely to use transit services that offer more frequent and connected services and therefore areas served by more frequent and connected services have a higher transit LOS than areas with less frequent, less connected services. Table S. Transit LOS Table TYPE OF >1 MILE 1 MILE TRANSIT WALKSHED WALKSHED SERVICE Auburn Station Frequent Local Express and Da rt Using the transit LOS in Table 8, a transit LOS rating ranging from 'T' to "4" can be assigned for any location in the City using a combination of the walking distance from the location to transit service and the type of transit service available. A transit LOS rating of"1' is the highest rating which indicates an area is within a comfortable walking or biking distance to the most frequent and convenient transit services (frequent transit and/or transit hubs like Auburn Station). A transit LOS rating of "4" is the lowest rating and indicates an area is not within a short walking or biking distance to even the most basic transit services. Map 6.2024 Level of Transit Service in Appendix A shows level of transit service ratings throughout the City. Transit LOS is estimated using the walkshed distance to current and near -term planned transit stops based on the existing street network and does not account for whether or not those streets have active transportation facilities that meet current LOS pedestrian and bike standards. The City utilizes transit LOS to help prioritize investments in active transportation facilities intended to reduce the transportation system's need for vehicular capacity. Placing a new sidewalk, bike lane, or trail in a location with a transit LOS of'T' is more likely to encourage mode shift from vehicle to transit than placing the new facility in a location with a transit LOS of "4". Additionally, mitigation of potential vehicular LOS impacts caused by development is more likely realized with active transportation improvements in areas with higher transit LOS ratings. Map 6. 2024 Level of Transit Service in Appendix A is also used by the City in its coordination efforts with transit agencies to help identify service needs and gaps. It is the City's intention to improve overall transit LOS in the City by coordinating with transit agencies to encourage and support improved services, planning growth in the City near areas served by transit, and prioritizing investments in active transportation facilities that provide connectivity to transit services. 3/4 MILE 1/2 MILE 1/4 MILE WALKSHED WALKSHED WALKSHED PAGE 37 Page 227 of 505 MULTIMODAL NETWORK CHAPTER I 1 12 13 14 15 16171 2.4.3. Transit Needs and Gaps Figure 12. Auburn Neighborhoods with Transit Needs and Gaps The City serves as a community voice and advocate to transit providers to maintain and expand transit services to meet community needs. However, the City is not in full control of these services, therefore, the City's approach towards addressing transit level of service issues in order to improve that level of service where the City has control is to focus on providing access to existing and planned transit services. Those efforts are centered on improving sidewalk and bicycle facilities to provide connections to transit services and are described in the active transportation sections of this plan. This section summarizes the gaps and needs in the existing transit services in Auburn and provides recommendations on how those gaps and needs may be filled. The City will continue to communicate and coordinate with transit agencies to advocate for these needs. I West Hill The West Hill of Auburn is generally the area bound on the west by 56th Ave S, — Peasley Canyon Rd, 51st Ave S and 46th Place S (City limits), on the east by West Valley Highway, on the south by the S 348th St alignment (City limits), and on the north by the S 284th St alignment (the City limits approximately 1/2 mile south of S 277th St). Auburn's West Hill is not directly served by any transit services making its 7,500 residents the least transit served people in Auburn. Auburn's West Hill is also unique in that it sits between the Auburn Station and the Federal Way Transit Center. This presents an opportunity to provide transit connections from West Hill to the Federal Way Transit Center, Auburn Station, or both. These connections could come in the form of new routes or by modifying existing routes. KC Metro Route 183 could be modified to expand into portions of the West Hill to provide connection to the Federal Way Transit Center. KC Metro Route 181 could be modified to pass through a portion of West Hill to provide access to both the Federal Way Transit Center and Auburn Station. Another recommended solution would be to provide Metro Flex services to the West Hill and other parts of Auburn that lack transit services. Connection Between Auburn Station and Federal Way Transit Center With the Link Light Rail expanding south to Federal LgPFederal Way Transit u Center 0.75 1s O � Miles e Way with an expected opening in 2026, there is an opportunity and need to improve Auburn's overall access to regional transit systems by providing frequent and efficient transit services between the Federal Way Link Station and Auburn Station. When the Link Light Rail is complete to the Federal Way Transit Center, the demand for this route is likely to increase significantly. The City of Auburn strongly supports and advocates for the expansion to frequent services and/or conversion of the existing Route 181 to a Rapid Ride line to enhance the connection between Auburn Station and the Federal Way Transit Center. I Lea Hill The Lea Hill area of Auburn is bound on the west and south by the Green River, on the east by SR 18, and on the north by the City limits along S 282nd St and S 288th St. Lea Hill, a predominantly residential community, has two transit routes that predominantly serve Green River College, leaving a large portion of the residents unable to walk or bike to a transit route. In 2014, a license plate survey of the Auburn Station garage indicated that a substantial Page 228 of 505 PAGE 38 Other Transit Needs and Suggested Improvements Residential areas of east Auburn, east of M St NE and south of 8th St NE, and parts of northeast Auburn, east of I St NE, are located more than 1/4 mile from fixed -route bus service. It is difficult for these areas to access transit, both for local and regional trips. W.W The City will continue to work with Sound Transit as it designs and builds the second parking garage for the Auburn Station. eUPa.i _ � r a The design of KC 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. The City will utilize the CTR commuter surveys and employer program reports and continue to develop partnerships with CTR businesses to better understand the transit needs and gaps with the major employers in Auburn. F 017 To maximize the investment in public transit service in Auburn, it is recommended that both Sound Transit and KC Metro conduct an evaluation of their schedules with a focus on improving service to major employers in the Auburn area. W" tz own i The City will continue to work with transit providers to ensure that transit stops are clean, secure, and meet safety requirements. Sounder Commuter Rail 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. The City encourages Sound Transit to institute midday Sounder service to and from Tacoma/Lakewood and Seattle, and plan for evening and weekend service in the near future. P.1 Auburn encourages Amtrak to consider implementing 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. Page 229 of 1 MULTIMODAL NETWORK CHAPTER 11 1 2 1 3 14 I s 16 17 I plateau to shorten headways along Auburn Way South. Another recommended solution would be to provide Metro Flex services to the Plateau and other parts of Auburn that lack transit services. I Lakeland Hills Lakeland Hills, a planned residential community with approximately 3,800 homes, has peak -hour service to downtown Auburn, but lacks all -day service. The City of will continue to work with Pierce Transit, KC Metro, and Sound Transit to preserve Route 497 and add service to the route to meet all existing and future Sounder trains. In its Destination 2040 Long Range 2.5. FREIGHT The efficient movement of freight, through and within the City, is critical to local and regional economic stability. Both rail and truck freight, originating largely in the Ports of Tacoma and Seattle, pass through Auburn regularly. Within Auburn, freight, or the movement of goods, occurs mostly with trucks on state routes and City streets or on railroad facilities. These facilities benefit the City as they provide regional connectivity and access. The state routes present challenges as they create barriers to other roadways and active transportation facilities. Multiple railroad corridors pass through Auburn and provide regional benefit as they provide freight movement and, in the case of the BNSF Railway north -south corridor, also local benefit as it provides commuter rail line service. However, like Plan, Pierce Transit lists an unfunded project that would expand Route 497 to become Route 498 that would run between Auburn and Fife. The City will continue to coordinate with Pierce Transit when, or if, this route expansion project starts to move forward. Another recommended solution would be to provide Metro Flex services and/or Pierce Transit Runner services to Lakeland Hills. Additionally, during the public outreach efforts for development of this Plan, the City heard a suggestion from multiple people to expand KC Metro Route 184 into Lakeland to replace or augment Route 497. The City will discuss and potentially advocate for this, or similar concepts, with KC Metro and Pierce Transit. the state routes, in many areas throughout the valley area of the City, the railroads obstruct neighborhood access and transportation network connectivity. A strength of the railroad network is that 11 of the 21 mainline rail crossings of City trails and roadways are grade separated. All non -grade separated mainline rail crossings have gates and warning lights. An opportunity to greatly improve neighborhood access and overall transportation network connectivity exists in working to create more grade separated crossings for active transportation modes. A significant amount of freight also moves throughout the City on City streets. Based on actual truck usage data, there are currently 49 centerline miles of T-1, T-2, and T-3 truck routes in Auburn. .• IRV'... LL W �" PAGE 40 ;.. '-- ��r-'sue 2024 COMPREHENSIVE TRANSPORTATION PLAN CITY OF AUBURN 2.5.1. 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 10.2024 Freight Network in Appendix A. 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 10.2024 Freight Network in Appendix A shows the 2023 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 categories shown in Figure 13. 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, Figure 13. FGTS Truck Route Classification T4 100,000 - 300,000 Tons Annually T5 < 100,000 Million Tons, or at least 20,000 Tons per 60 Days 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 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. PAGE 41 Page 231 of 505 MULTIMODAL NETWORK CHAPTER 11 1 2 1 3 14 I s 16 17 I 2.5.2. Rai 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 triple -track, federally designated, high-speed railroad line running north -south. 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 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 multimodal 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 Stampede Pass line. At -grade railroad crossings create conflict points between vehicles and active transportation 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. There are also at -grade crossings of spur tracks at various locations throughout the City. 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. 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 MW IN - ►�It K A4 FNFiN {5.r. !j U ae 232 APAGE 42 2024 COMPREHENSIVE TRANSPORTATION PLAN CITY OF AUBURN between the tracks and traffic signals with C Street NW. Vehicle delays and queuing at the remaining at -grade crossings are anticipated to worsen in the future due to increased vehicle demands at the crossings, combined with increased rail and longer trains, resulting in more frequent, and longer duration, closures. 2.5.3. Freight LOS Standards Within Auburn, freight, or the movement of goods, occurs mostly with trucks on state routes and City streets or on railroad facilities. The City ofAuburn's freight LOS standards focus on elements of the freight network that the City owns, operates, or has regulatory authority to control such as City streets and intersections. The standards are intended to provide a network of roadways to carry freight traffic to/from freight oriented land use within the City to/from state highways and other regional truck routes. The standards are also intended to facilitate local deliveries using truck routes in the City. Unlike other LOS standards, freight LOS standards do not apply to all City streets. Instead, the standards are applied to truck routes in the City as designated in the Plan policies and shown on Map 10.2024 Freight Network in Appendix A. Generally, truck routes include T-1, T-2, or T-3 routes, except as designated otherwise by the City Code or as posted by the City Engineer. In addition, the City recognizes local industrial roads, which are other key connections between truck routes and industrial properties. The freight LOS standards are established in the Plan policies and are summarized in Table 9. Table 9. Freight LOS Standards LOS STANDARD 1 Freight LOS standards for intersection delay and queuing on truck routes match vehicle LOS standards. 2 Intersections of truck routes shall be designed to accommodate turning trucks such that the trucks do not interfere or obstruct with other travel modes or cause damage to adjacent property and facilities. 3 Roadway pavement on truck routes shall be designed with a minimum 20-year service life with truck loading. 4 Driveways serving trucks and lane widths on the adjacent truck routes shall be designed such that trucks accessing the driveways do not enter into opposing roadway or driveway lanes. Driveways with excessive width may be required to provide mitigation treatments for bicyclists and pedestrians crossing the driveway. 5 Truck oriented land -uses shall provide on -site parking area for truck loading and unloading and shall accommodate truck access and on -site turn -around. Development anticipating regular truck deliveries or services shall provide a delivery plan that identifies the trucks size, frequency, and delivery or service duration and demonstrates how, when, and where the trucks will make deliveries or services without causing impacts to vehicles, bicycles, and pedestrians in the roadway corridor. PV PAGE 43 Page 233 of 505 MULTIMODAL NETWORK CHAPTER 11 1 2 1 3 14 I s 16 17 I 2.6. AIRPORT The Auburn Municipal Airport was founded in 1969. It is a division within the Public Works Department, is operated by three full-time City staff and is supported by other City of Auburn departments. The Airport is guided by seven volunteers on the Airport Advisory Board who advise the City Council regarding operations, master planning, facilities improvements, leasing, rental fees, and other aviation concerns. The airport is comprised of 113 acres. This includes 1,330,436 total square feet of pavement which is maintained by staff. The Airport has 254 hangar units (145 are City -owned), and 140 tie downs. In 2021, the City undertook an update to the City's Zoning regulations to address the need to discourage incompatible uses near the airport. The revised Auburn City Code Chapter 18.39, LF Airport Landing Field District, Overlay, and FAR Part 77 Surfaces, provides zone regulations specific to development near the airport that include restrictions, performance standards and requirements of development within the overlay areas Airport planning is specifically addressed in a separate document, Auburn Municipal Airport -Airport Master Plan. [� Auburn Municipal Airport - Airport Master Plan Page 234 of 505 PAGE 44 2024 COMPREHENSIVE TRANSPORTATION PLAN CHAPTER 3 Safety IN THIS CHAPTER Where to Find Additional Safety Information Z. M,, INN, WhLO �sA I rM0M6- MAM t T - t The City's safety goal statement, policies and i OP �jrelated actions are included in Chapter S. " ti WE I IT For additional safety information, refer to the. �. City's Comprehensive Safety Action Plan,tj !! under separate cover, which is incorporated p II by reference into the Plan. �.� O �A 01 w Kai '} •' i �+� WNW~. " -T - �� a J ► Aff ` '~ 4 rk inn PW Wk� 2024 COMPREHENSIVE TRANSPORTATION PLAN CHAPTER 4 Policies IN THIS CHAPTER Goals, Policies and Actions S !•DTI Transportation goals, policies, and actions 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 goals in accordance with the Plan. The policy framework presented in this chapter is a guideline, which the City will use to evaluate individual projects, programs, actions, and other actions to address its infrastructure needs. The goals, policies, and actions make reference to the City of Auburn Engineering Design Standards (EDS) that provide specific guidelines Jards for design of the City's ration system. A W%M -ST M OL �� W ILI IM WM 2024 COMPREHENSIVE TRANSPORTATION PLAN CITY OF AUBURN 4.1. GOALS GOAL 1 GOAL 2 GOAL 3 - \N 'qN O'tollYr e, 1►J �� Ri g[o� _ • Planning: Plan, expand, and improve the transportation system. GOAL 5 Multimodal Accessible Network: Ensure Auburn's transportation system is designed to be comprehensive, integrated, accessible for all. Right -of -Way: Retain and preserve existing Right -of -Way (ROW) and identify and acquire new ROW as needed. Equity: Plan and implement the City's transportation system to support system wide equity. GOAL 6 yr Multimodal Level of Service: Establish multimodal level of service (MMLOS) for all City streets, active transportation facilities, and access to transit. GOAL 10 Asset Management: Design, construct, preserve, and maintain the City's transportation system in the most cost- effective manner. Safety: Significantly reduce or eliminate traffic fatalities and serious injuries through a safe systems approach. GOAL 4 Environmental: Comply with environmental laws and regulations. GOAL 7 GOAL 8 00 e� ►� ' O 0 Multimodal Concurrency: Ensure transportation systems and facilities are adequate to serve development. GOAL 11 Parking: Ensure a balance between on -street and off- street parking. Demand & System Management: Transportation Demand Management (TDM) and Transportation System Management (TSM) strategies. PAGE 49 Page 239 of 505 POLICIES CHAPTER I 1 12 13 14I 5 16 17 GOAL 1 Planning 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 improve the safety and efficiency of the multimodal system to meet the community needs, facilitate the land use plan, and reduce vehicle miles traveled and greenhouse gas emissions. The City's long range planning tool for its transportation systems shall be the Comprehensive Transportation Plan that will comply with State Law (RCW 36.70A.070). TRIA. The City's short range (6-year) planning tool for transportation system capital projects and programs, shall be the Transportation Improvement Program (TIP) that will comply with State Law (RCW 35.770.010). TR7-2. The TIP shall be financially constrained to align planned project and programs expenditures with anticipated available funding. TR7-3. The City shall identify transportation facilities or services that are below established multimodal level of service standards and develop projects and programs and engage in coordination activities that support improving those facilities or services to meet level of service standards. TR7-4. City transportation planning will focus system improvements to connect centers and support existing and planned development as allocated by the Regional Growth Strategy. SUPPORTING ACTIONS Evaluate and amend the Comprehensive Transportation Plan regularly 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. Prepare a 5-year Comprehensive Transportation Plan intermediate progress report in 2029. Prepare a periodic update to the Comprehensive Transportation Plan to be adopted by Council in 2034 or date required by the State, whichever is earlier. Coordinate transportation planning and improvements with other transportation authorities and governmental entities (cities, counties, tribes, state, federal) to address transportation issues and to ensure that Auburn and its adjacent jurisdictions do not unreasonably preclude each other from implementing their planned improvements. Prepare, amend, and update a 6-year Transportation Improvement Program that is reviewed and adopted by the City Council in accordance with RCW 35.77.010. The TIP will include the following elements: Proposed road and bridge construction work and other transportation facilities and programs deemed appropriate. Any new or enhanced bicycle or pedestrian facilities identified pursuant other applicable changes that promote nonmotorized transit. Identify projects of regional significance for inclusion in the regional TIP. Revise the TIP before July 1st of each year to encompass the ensuing six calendar years to update the included projects, programs, and associated funding to reflect transportation system priorities and available funding. Coordinate transportation improvements with City utilities to provide efficiency and cost-effective solutions for both planned transportation improvements and planned utility improvements. Identify and fund capital projects and programs that address existing and emerging system needs to meet MMLOS standards and to support safety goals. Page 240 of 505 PAGESO 2024 COMPREHENSIVE TRANSPORTATION PLAN CITY OF AUBURN Em Equity Plan and implement the City's transportation system to support system wide equity. TR2-1. Transportation system improvements shall be planned such that they minimize and mitigate potential impacts, as well as past impacts, to historically under -represented and under -served communities. TR2-2. The transportation system will be planned, built, and operated to provide equitable levels of access to transportation systems based on the needs of the populations being served, particularly populations that are traditionally underserved. TR2-3. Encourage the involvement of residents, business and property owners in the planning process, including the participation of vulnerable populations and overburdened communities, and ensure coordination with other agencies to reconcile conflicts. TR2-4. In the development of projects, the city shall identify opportunities to remove barriers created by past transportation programs or improvements. —f SUPPORTING ACTIONS Develop and implement a process during project/program planning to review demographic information and identify potential impacts to historically under- represented and under -served communities and identify potential mitigation measures. Develop and implement equity tools to assist in transportation system planning, construction, and operations. For the communities adjacent to the project locations, or served by the projects and programs, research how to best engage with them, and develop outreach and information tools. 61 PAGE 51 POLICIES CHAPTER I 1 12 13 I4I 5I 6I 7I GOAL 3 Safety Significantly reduce or eliminate traffic fatalities and serious injuries through a safe systems approach. TR3-1-1. The City shall apply the Safe System Approach for pursuing its transportation safety goal through the different elements associated with the safety of the City's transportation system which the City has the ability to influence including: roadways, roadway users, speeds, vehicles, and post crash care TR3-1-2. The City shall study, plan, and implement safety improvements prioritized by the occurrence of fatal and serious injury crashes and/or the presence of systemic characteristics indicative of serious or fatal crash risk. TR3-1-3. The City will seek internal and external funding to both implement safety strategies and on -going maintenance of improvements. SUPPORTING ACTIONS (GENERAL) Implement, maintain, and regularly update the Local Road Safety Plan (LRSP) and Comprehensive Safety Action Plan (CSAP). The LRSP/CSAP will include documentation of the progress towards actions and performance metrics identified in the plans. Establish a transportation program in the Transportation Improvement Plan and funding that provides for safety data collection, study, planning, and implementation. Identify, evaluate, and pursue grant funding and other outside funding sources for safety programs and improvements. '(NRIOUS INJURY SUNASCC�pT RFSPpNSt ILITY IS SHARE' PACE 52 2024 COMPREHENSIVE TRANSPORTATION PLAN CITY OF AUBURN TR3-2-1. The City will integrate the Safe System Approach into roadway design standards and related policies, and project development processes and be consistent with industry best practice. TR3-2-2. Roadway design shall consider safety and multi -modal level of service standards to meet both transportation level of service goals and safety goals to the greatest extent feasible. However, safety of active transportation users shall be prioritized over vehicle level of service standards. TR3-2-3. In making changes to existing roadways, including horizontal or vertical re -alignment, re-channelization, additional lanes, new or modified intersections, and new or modified driveways, design speeds for safety related design elements shall not be less than the 85th percentile speeds of existing vehicle traffic except where roadway changes include traffic calming measures that will reduce vehicle speeds. TR3-2-4. The City shall fund and implement the neighborhood traffic safety program that will take a pro -active, area wide approach towards traffic calming through studying streets in residential areas to identify safety concerns. The program will identify and implement physical measures per the EDS and as funding allows address identified concerns. TR3-2-5. Safety countermeasures will be incorporated into roadways as recommended by the Federal Highway Administration and as appropriate to City roadways as funding allows to potentially reduce roadway fatalities and serious injuries. Jeucies lwnac TR3-3-1. Seek and utilize opportunities to provide the community with information to educate and encourage safe driving, biking, and walking practices. TR3-3-2. Implement and operate, as appropriate and funding allows, systems to provide information to roadway users that could help improve safety. SUPPORTING ACTIONS (ROADWAYS) Periodically review and update City EDS to integrate current and emerging Safe System Approaches and safety countermeasures. In identifying projects for inclusion in the Plan and TIP, develop and implement approaches to consider all travel modes and to specifically address risk factors identified in the CSAP in the project scope. At locations with a high number of risk factors identified in the CSAP, identify potential safety countermeasures to reduce the potential for fatality and serious injury crashes. Seek funding to implement countermeasures and implement as funding is available. Establish standards for physical improvements implemented with the neighborhood traffic calming program, including, but not limited to, speed cushions, traffic circles, raised crosswalks, and tabletop intersections. SUPPORTING ACTIONS (ROAD USERS) Establish and implement approaches towards education, outreach, and other measures as appropriate to encourage safe behaviors. Regularly communicate rules of the road and other safer travel strategies to the general public via various mediums such as signage, social media, public service announcements, flyers, articles, and mailers. (Continued on next page) PACE 53 Page 243 of 505 POLICIES CHAPTER I 1 12 13 I4I 5I 6I 7I TR3-3-3. City employees are responsible for operating City vehicles responsibly and safely, according to all state and local laws and City administrative policies. TR3-3-4. Support equitable, unbiased enforcement to enhance overall public safety. TR3-4-1. Posted and design speeds of new roadways shall consider context, including adjacent land use, presence and proximity of active transportation, traffic volumes, and geometric design constraints. TR3-4-2. The 85th percentile speed of vehicular traffic shall be used to evaluate speed compliance and to determine appropriate traffic calming measures as established by thresholds and considerations in the EDS. Traffic calming measures will be prioritized and implemented as funding is available. TR3-4-3. The City will implement automated speed enforcement that encourages speed compliance as allowed by state law. SUPPORTING ACTIONS (ROAD USERS) Coordinate with appropriate partners such as local, county, and state law enforcement, local and regional hospitals, school districts, and large employers to create and distribute safety messages and materials. Regularly coordinate with law enforcement regarding the road user behaviors and/ or street locations being targeted for enforcement to encourage equitable, unbiased enforcement that uses practices to enhance overall public safety, including use of automated enforcement technologies. Explore, identify, evaluate, and as appropriate and funding allows, implement systems such as dynamic message signs that provide roadway conditions and other information to drivers. SUPPORTING ACTIONS (SPEEDS) Establish criteria in the EDS for when physical traffic calming measures may be appropriate to encourage safer speeds. Implement automated school speed zone enforcement. Modify and/or expand program as needed to address compliance issues and other concerns. Provide annual reporting as required by law. Identify, evaluate, and implement automated speed enforcement in non - school zone areas as allowed by law and as determined to be appropriate to address speed compliance concerns. As issues and concerns arise, as part of specific speed studies, and/or as part of public improvement project designs, the City will review roadways to identify existing and desired posted speeds based on classification, land use context, types of road users, and degree of separation or conflict management between vehicles and active transportation users. The review will identify changes needed to posted speeds, if any, and any new or modified roadway features needed to align desired speeds and posted speeds. Page 244 of 505 PAGE 54 2024 COMPREHENSIVE TRANSPORTATION PLAN CITY OF AUBURN TR3-5-1. The City shall advocate for vehicle and device safety enhancements that make traveling in Auburn safer. TR3-5-2. Seek opportunities to provide the community with information to educate and encourage vehicle safety practices. TR3-5-3. City shall continue to implement vehicle safety practices on its fleet. TR3-5-4. New or modified vehicle types and emerging vehicle technology shall be evaluated and measures may be taken to promote, prohibit, or restrict their use in the City transportation network as appropriate to support adopted goals and policies. TR3-6-1. Maintain the transportation system to support entities providing emergency response services to crashes. TR3-6-2. Prioritize emergency vehicle routes and access to hospitals and trauma care centers. TR3-6-3. Actions will be taken, as applicable, after crashes involving serious injury or fatality, to reduce or eliminate the possibility of repeat crashes at the location due to malfunctioning or failing traffic control devices. PAGE 55 SUPPORTING ACTIONS (VEHICLES) Coordinate with other local, regional and state agencies to advocate for vehicle safety enhancements for commercial motor vehicles as well as technologies used in private automobile industry, and vehicle inspections. Review, update, and maintain local ordinances regarding the appropriate use of new or modified vehicle types and emerging vehicle technology. Ensure City vehicles are regularly inspected and maintained, and include regulatory required appropriate safety enhancing technologies, and are equipped with appropriate emergency equipment and tools. SUPPORTING ACTIONS (POST CRASH CARE) Coordinate with entities providing emergency response services to crashes with the purpose of maintaining appropriately managed routes, access and facilitate wayfinding to hospitals and trauma care facilities. Continue to maintain emergency vehicle pre- emption technology at traffic signals throughout the City prioritizing emergency vehicle routes and access to hospitals and trauma care centers, and emergency response to crashes. When notified by Police, City Public Works staff perform post crash investigations where a serious injury or fatality crash occurs at a traffic signal or stop controlled intersection, in a marked and/or enhanced crosswalk, involves a pedestrian during non -daylight hours where street lighting is present, or other situations that warrant verification that transportation systems are functioning as intended. no no POLICIES CHAPTER I 1 12 13 I4I 5I 6I 7I Environmental Comply with environmental laws and regulations. TR4-1. The impacts of transportation projects shall be evaluated, and the appropriate mitigation measures identified in accordance with the applicable environmental laws and regulations. TR4-2. The multimodal transportation systems shall be designed efficiently and support reductions in greenhouse gas emissions and per capita miles traveled, protect and enhance environmental, economic, and human health and safety, and advance environmental justice, and are based on regional priorities and coordinated with other comprehensive plans. TR4-3. In planning transportation facilities and programs, the City will seek to reduce stormwater pollution from transportation facilities and improve fish passage. SUPPORTING ACTIONS Incorporate environmental factors into transportation decision -making, including attention to human health and safety. Review and implement guidance from the Department of Commerce pertaining to measures that cities may implement to reduce greenhouse gas emissions. These guidelines will prioritize measures that benefit overburdened communities that have experienced disproportionate harm due to air pollution and be consistent with environmental justice assessment pursuant to RCW 70A.02.060. PAGE 56 2024 COMPREHENSIVE TRANSPORTATION PLAN CITY OF AUBURN Multimodal Accessible Network Ensure Auburn's transportation system is designed to be comprehensive, integrated, accessible for users of all abilities, and facilitates different types of traffic flows, including pedestrians, bicyclists, motorists, transit riders and operators, truck operators and aviation users. TRS-1-1. The network of sidewalks, bicycle facilities and roadways shall be interconnected to encourage active transportation between neighborhoods, activity centers, community resources, and transit. TR5-1-2. Ensure that the city's standards and development requirements align with the complete streets policies. TR5-1-3. Context and flexibility in balancing user needs for all travel modes shall be considered in the planning and design of all projects and, if necessary, a deviation from the EDS may be considered to ensure the Complete Streets Goal and supporting policies are achieved. TR5-1-4. The development of the multimodal transportation system shall balance safety and convenience to accommodate all users of the transportation system to safely, reliably, and efficiently provide access and mobility to people and goods. A K*��g .- ..,� SUPPORTING ACTIONS (GENERAL) Plan for and develop a balanced transportation system, which provides safer access and connectivity to transportation facilities for users of all ages and abilities, including pedestrians, bicyclists, motorists, transit users and operators, and truck operators. 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 Ensure the transportation system meets the requirements outlined in the ADA and the ADA Transition Plan for Facilities in the Public Right -of -Way and its policies. Ensure the EDS requirements support the policies and guidance for complete streets, bicycle LTS, and pedestrian facilities. PAG E S7 Page 247 of 505 POLICIES CHAPTER I 1 12 13 14I 5 16 17 TR5-2-1. City streets shall be classified as arterial, collector, local, or alley to support the goals and policies of the Plan. The EDS may establish more detailed classifications as needed to serve the needs of the transportation system. TR5-2-2. The City Functional Roadway Classifications Map shall serve as the adopted standard for identifying classified streets in the City of Auburn. TR5-2-3. The City shall pursue federal classification of all eligible streets and prioritize federal classification as funding needs and regulatory requirements are identified. TR5-2-4. Street standards in the EDS shall reflect the street classification system and function. TR5-2-5. The design and management of the street network shall seek to improve the appearance of existing street corridors. The EDS shall include provisions for streetscaping to enhance the appearance of City street corridors, where appropriate. TR5-2-6. The classification standards adopted in the EDS are considered the City's minimum standards for new streets. The standards do not limit or prevent developers or the City from providing facilities that exceed the City's standards. TR5-2-7. 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. TR5-2-8. The city shall designate new arterials and collectors to serve developing areas concurrent with approval of such development. These new roadways shall be spaced in compliance with transportation network planning principles and support the importance of overall system circulation. SUPPORTING ACTIONS (STREETS) The EDS will include cross section standards for the various city roadway classifications and established more detailed sub -classifications as appropriate. To achieve access control to meet city policy, 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. (Continued on next page) 2024 COMPREHENSIVE TRANSPORTATION PLAN CITY OF AUBURN TR5-2-9. The City will seek consolidation of access points to state highways, arterials, and collectors as appropriate to benefit the highway and city street system, reduce interference with traffic flows on arterials, and discourage through traffic on local streets. TR5-2-10. ROW access shall be provided in a manner that minimizes operational impacts to the City street system, reduces or eliminates safety impacts to the ROW, and provides for access needs of the property. Shared driveways in access tracts or easements may be allowed as specified in the EDS to reduce access points to the ROW. TR5-2-11. Intersections controlled with roundabouts are preferred over signalized intersections. Where necessary to meet level of service standards, roundabout control shall be implemented over signalization or all -way stop - control, unless determined to be infeasible. TR5-2-12. Conversion of an intersection to all -way stop -control as mitigation for existing intersection level of service deficiencies shall only be allowed as a temporary measure where permanent measures such as a traffic signal or roundabout are planned. TR5-2-13. New all -way stop -control intersections shall be discouraged. In evaluating improvements to existing intersections, roundabout or signalization are preferred over all -way stop -control. TR5-2-14. The local street network shall be developed to maximize the efficiency of the transportation network in residential areas and minimize through traffic in neighborhoods. TR5-2-15. The street network should be developed and maintained to increase resiliency and support security and emergency management. TR5-2-16. Private streets are discouraged, but may be permitted on a discretionary basis, as regulated by City code and the EDS. Private streets are not intended to connect between two public streets and shall be built to public street standards. The properties benefiting from the private street are responsible for its maintenance. SUPPORTING ACTIONS (STREETS) To maximize the efficiency of the transportation network in residential areas and minimize through traffic in neighborhoods, the EDS will incorporate requirements such that: The internal local residential street network for a neighborhood discourages regional through traffic and non- residential traffic from penetrating the neighborhood or adjacent neighborhoods. Streets shall be planned, designed, and constructed to connect to future development as appropriate to support the goals and policies of the Plan. Residential developments should be planned in a manner that minimizes the number of local street access points 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 per the street classification as identified in the EDS. Design criteria for roundabouts, including feasibility criteria, will be incorporated into the EDS. The City will coordinate with the WSDOT, counties, and adjacent cities to facilitate the movement of traffic through the City, to construct improvements needed to the state and county arterial and freeway systems, and to develop through routes that minimize the impact of through traffic on Auburn's residential neighborhoods. PAGE 59 Page 249 of 505 POLICIES CHAPTER I 1 12 13 I4I 5I 6I 7I TR5-3-1. The City's active transportation facilities include bicycle and pedestrian networks and shall be planned and built in accordance with the active transportation level of service standards. TR5-3-2. City investment in active transportation facilities will prioritize facilities that:1) Encourage mode shifts from vehicle to active transportation and transit; 2) Provide access to key destinations, such as schools, parks, community services, transit stops, commercial areas, and the Downtown Urban Center; 3) Encourage and support bicycle and pedestrian safety; and 4) Serve disadvantaged and historically underserved communities. TR5-3-3. City bicycle routes shall be classified as Regional, Priority, or Auxiliary to support the goals and policies of the Plan. TR5-3-4. The City shall seek external funding and prioritize investments to develop the bicycle network identified in the bicycle priority map, and to build the associated projects listed in Comprehensive Transportation Plan. TR5-3-5. Active transportation facilities shall be designed to reduce modal conflicts, with greater separation from vehicle traffic along roadways with higher classification, expecting higher vehicle volume and speed. TR5-3-6. Bicycle and pedestrian crossings of vehicular travel ways shall be placed to align with desired crossing lines and in accordance with the EDS. TR5-3-7. Pedestrian facilities shall be designed consistent with ADA guidelines and the existing infrastructure shall be updated per the city's ADA Transition Plan for facilities in the Public Right-of-way, to accommodate users of all ages and abilities. TR5-3-8. Wayfinding elements may be constructed to guide travelers along major active transportation routes. SUPPORTING ACTIONS (ACTIVE TRANSPORTATION) The City shall 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. Develop programs and publications, and work with local employers to encourage citywide bicycle commuting. Work with the Community Development Department to establish guidelines and building code requirements to require convenient and secure bicycle storage facilities in all large public and private developments. The City will develop, and periodically update, a Bicycle Route Map that defines the bicycle network in Auburn and classifies bicycle routes throughout the City as either Regional, Priority, or Auxiliary. The network of classified bicycle routes will focus on connectivity from non -classified routes in neighborhoods and commercial areas to auxiliary, priority, and regional routes. Develop and maintain an official Auburn Bicycling Guide Map. Evaluate transportation projects and identify opportunities to include sidewalk and bicycle facilities based on the identified priority locations. Seek ways to provide pedestrian amenities such as streetlights, trees (within the downtown and on local residential streets), signage, and public art along appropriate pedestrian travel routes. Encourage the formation of Local Improvement Districts to develop pedestrian pathways and other active transportation amenities throughout the City. Partner with the local school districts to improve Safe Walking Routes to School. Actively seek to acquire land along corridors for planned bike routes as identified in the Bicycle Route Map and for pedestrian facilities needing more property to meet LOS standards. (Continued on next page) Page 250 of 505 PAGE 60 2024 COMPREHENSIVE TRANSPORTATION PLAN CITY OF AUBURN TR5-3-9. Active transportation routes shall be constructed to accommodate emergency vehicle access and be amenable to law enforcement. TR5-3-10. When applicable, active transportation paths shall be provided at the end of dead end streets to shorten walking distances to an adjacent arterial or public facility including, but not limited to, schools and parks. TR5-4-1. Active transportation improvements shall be prioritized based on transit level of service with higher priority placed on improvements in areas with higher transit level of service. TR5-4-2. Improvements that optimize intersections and corridors to facilitate speed and reliability of transit service will be encouraged and supported as appropriate and will be balanced with the needs of the other travel modes. TR5-4-3. The City shall cultivate partnerships with transit agencies and WSDOT to help with, or support the development of a robust transit network, to serve trip generators such as colleges, commercial areas, and community resources, to expand transit service within the underserved areas of Auburn, and to achieve a transit network that is convenient and provides a viable alternative to driving. TR5-4-4. The City shall advocate for adequate off-street parking supply to accommodate demand associated with transit facilities in Auburn, where no alternative options are provided by transit agencies to access transit service that meet the needs of the transit riders. TR5-4-5. The City shall encourage development projects to provide access improvements to transit stops located within priority transit walksheds. TR5-4-6. The City shall establish parking restrictions in areas where transit parking impacts nearby residential areas to mitigate the impact of overflow transit parking. TR5-4-7. The City shall seek partnership opportunities with transit agencies for grant applications and cost sharing to improve access to transit for active transportation facilities, supporting safety, equity, and sustainability. SUPPORTING ACTIONS (TRANSIT) Evaluate intersections and identify opportunities to improve speed and reliability of transit service. Partner with transit agencies to support transit service in the City. Work proactively with Sound Transit, KC Metro, and Pierce Transit to ensure the adequate supply of transit parking capacity in Auburn. Expand the areas included in the Restricted Parking Zones and other parking restrictions as needed to mitigate impacts from transit parking. PAGE 61 Page 251 of 505 POLICIES CHAPTER I 1 12 13 14I 5 16 17 TR5-5-1. City transportation planning efforts will seek to facilitate the movement of freight and goods through Auburn with minimal adverse traffic and environmental impacts. TR5-5-2. The movement of freight and goods that 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 rail corridors with grade separated roadway crossings to minimize the local impacts. TR5-5-3. All through truck trips and the majority of local trips shall take place on designated truck routes. This policy shall not apply to developments and uses operating under existing ROW use permits, traffic mitigation agreements, or equivalent agreements directly related to the regulation of permitted haul routes. TR5-5-4. Prioritize improvements that facilitate truck movements along and connecting to future and existing truck routes to accommodate truck traffic and minimize impacts to infrastructure. TR5-5-5. Development shall be required to mitigate the impacts of development project generated truck traffic on the City's transportation system, based on the City's vehicle LOS standard. TR5-5-6. Temporary haul routes for overweight or oversized vehicles shall be permitted under circumstances acceptable to the City and with appropriate mitigation. A temporary haul permit must be obtained prior to the hauling of oversized or overweight freight. TR5-5-7.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. SUPPORTING ACTIONS (FREIGHT) Evaluate intersections and identify opportunities to reduce delays along freight corridors. Seek public and private partners to leverage funds for freight improvement projects and associated mitigation. Work with local and regional groups to ensure regional freight needs are met and local impacts are mitigated. The City will coordinate and communicate with railroad purveyors in Auburn (United Pacific Railroad and Burlington Northern Santa Fe Railway) regarding safety and operational concerns at railroad crossings, along railroad corridors, and near rail yards. (Continued on next page) Page 252 of 505 PAGE 62 2024 COMPREHENSIVE TRANSPORTATION PLAN CITY OF AUBURN TR5-5-8. As roadway reconstruction projects are identified, opportunities to reconstruct roadways adapted to heavy truck traffic shall be evaluated along T-1 and T-2 freight corridors, to prevent accelerated damage to these facilities. TR5-5-9. Grade separation of roadway and active transportation facilities from railroad tracks and T-1 Truck Routes (such as SR 167 and SR 18) is preferred over at -grade crossings. The City shall plan its multimodal networks to utilize existing grade separated crossings and identify where future grade separation improvements are desired. TR5-5-10. The City shall maintain its transportation systems to be compliant with Washington Utilities and Transportation Commission requirements regarding railroad crossings and shall work diligently to address any identified deficiencies. TR5-6-1. Continue to develop the Auburn Municipal Airport in accordance with the Airport Master Plan as adopted or amended. TR5-6-2. The airport shall be managed as a general aviation facility. General aviation includes all civilian flying except scheduled passenger airline service. TR5-6-3. 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. TR5-6-4. Use of the airport by non -conventional aircraft, such as ultra lights, is discouraged. TR5-6-5. Minimize or eliminate the potentially adverse effects of light, glare, and obstructions on the operation of the Auburn Airport. TR5-6-6. Insure that uses surrounding the Airport are compatible with the operations of the Airport as development occurs. SUPPORTING ACTIONS (AIR TRANSPORTATION) Review existing and planned uses near Auburn Municipal Airport through development actions and reviewACC18.38 regulations periodically to continue to discourage incompatible uses neat the airport. Coordinate planning efforts to optimize the effectiveness of the aviation system while minimizing health, air quality, and noise impacts to surrounding communities, including historically marginalized communities. PAGE 63 Page 253 of 505 POLICIES CHAPTER I 1 12 13 14I 5 16 17 GOAL 6 S, Multimodal Level of Service (MMLOS) Standards Establish multimodal level of service standards for all City streets, active transportation facilities, and access to transit service to serve as a gauge to judge performance of the system and success in helping achieve the comprehensive plan goals consistent with environmental justice. The MMLOS policies under Goal 6 for bicycle and pedestrian facilities, including access to transit, are intended to provide guidance to evaluate the multimodal facilities, identify deficiencies, and prioritize projects to eventually reach a complete multimodal network that can support and promote mode shift, reducing the vehicle capacity demand on the roadways. TR6-1-1. The City adopts the following vehicle LOS standards for the AM and PM peak periods per the Highway Capacity Manual: Signalized: The LOS standard for signalized intersections is "D", with the following exceptions: for signalized intersections of two principal arterial roads the LOS standard is "E." Stop Controlled: The LOS standard for stop controlled intersections is "D." Roundabout: The LOS standard for roundabout controlled intersections is "D" and a V/C ratio for each lane group of less than 0.90. Queuing: The LOS standard for intersection queuing is the 95th percentile queue shall not extend across an adjacent driveway, alley, or street intersection, except if the driveway, alley, or street intersection is within the functional intersection boundary of the queue in which case the queue may extend to the limit of the functional intersection boundary. Additionally, queuing for a designated turn lane shall not exceed the turn lane storage area and cause a blockage of through lane(s). TR6-2-1. The City adopts the following bicycle LOS standards: Bicycle LOS shall be based on Bicycle Level of Traffic Stress (LTS) ranging from 1" to "4" as follows: "1" - minimal traffic stress and high comfort facilities that accommodate bicyclists of all ages and skill levels; "2" - some traffic stress and moderate comfort facilities that accommodate average bicyclists; "3" - moderate to high traffic stress and moderate to low comfort facilities that accommodate mostly experienced bicyclists; "4" - high traffic stress and low comfort facilities that accommodate mostly bicycle enthusiasts with advanced experience and skill levels. The Bicycle LTS standard for Auxiliary bicycle routes is "3. The Bicycle LTS standard for Priority bicycle routes is "2" SUPPORTING ACTIONS Regularly conduct traffic counts, observations, and modeling to evaluate current and future Vehicle LOS and identify projects to address deficiencies. SUPPORTING ACTIONS (ACTIVE TRANSPORTATION) The EDS will be updated to include standards for various types of bicycle facilities intended to meet level of service standards as defined in the Plan. Standards will be developed and incorporated within the EDS to establish typical cross sections by roadway classification to meet the pedestrian LTS standards. (Continued on next page) Page 254 of 505 PAGE 64 2024 COMPREHENSIVE TRANSPORTATION PLAN CITY OF AUBURN The Bicycle LTS standard for Regional bicycle routes is "1 " Minimum Bicycle LTS standards for City streets without Regional, Priority, or Auxiliary bicycle routes shall be per the standard roadway cross sections by street classification in the EDS. Streets may be designed with Bicycle LTS higher than the minimum standard to accommodate local needs such as parks, schools, and other uses. TR6-2-2. The City adopts the following pedestrian LOS standards: Pedestrian LOS shall be based on Pedestrian Level of Traffic Stress (LTS) ranging from "1" to "4" as follows: 1" - minimal traffic stress and high comfort facilities; "2" -some traffic stress and moderate comfort facilities; "Y - moderate to high traffic stress and moderate to low comfort facilities; "4" - high traffic stress and low comfort facilities. The pedestrian LTS standard for City streets is "1" except streets classified as "rustic" or alleys have a Pedestrian LTS standard of "2." Streets may be designed with pedestrian LTS higher than the minimum standard to accommodate local needs such as parks, schools, and other uses. TR6-3-1. Transit LOS is defined as the accessibility, frequency, comfort, reliability, and connectivity of available transit services using active transportation modes. A Transit LOS score ranging from "1" to "4" can be estimated for any location in the City using a combination of the walking shed distance from the location to transit services and the type of available transit service as defined in the Plan. TR6-3-2. Active transportation improvements shall be prioritized based on transit level of service with higher priority placed on improvements in areas with higher transit level of service. SUPPORTING ACTIONS (ACTIVE TRANSPORTATION) The Street cross sections included in the EDS will be updated to include active transportation facilities that provide at least minimum level of service requirements. SUPPORTING ACTIONS (TRANSIT) Coordinate regularly with transit operators to understand service plans. Maintain a map that reports transit service levels citywide based on transit service plans and walksheds. Prioritize eliminating gaps in active transportation routes and improving sub standard active transportation facilities in areas of transit levels of service "1" and "2" Develop tools to assess current and future planned transit level of service throughout the City and identify active transportation gaps and substandard active transportation facilities. Advocate for, and support, transit speed and reliability improvements. PAGE 65 Page 255 of 505 POLICIES CHAPTER I 1 12 13 14I 5 16 17 TR6-4-1. The City adopts the following Freight LOS standards: LOS for freight movement follows the vehicle LOS standards Principal Arterial, Minor Arterial, Non -Residential, and other streets identified as T-1, T-2, or T-3 routes are considered truck routes except as designated otherwise by the City Code or as posted by the City Engineer. Intersections of truck routes shall be designed to accommodate turning trucks such that the trucks do not interfere or obstruct with other travel modes or cause damage to adjacent property and facilities. Roadway pavement on truck routes shall be designed with a minimum 20-year service life with truck loading. Driveways serving trucks and lane widths on the adjacent truck routes shall be designed such that trucks accessing the driveways do not enter into opposing roadway or driveway lanes. Driveways with excessive width may be required to provide mitigation treatments for bicyclists and pedestrians crossing the driveway. Truck dependent land -uses shall provide on -site parking area for truck loading and unloading and shall accommodate truck access and on -site turn -around. Development anticipating regular truck deliveries or services shall provide a delivery plan that identifies the trucks size, frequency, and delivery or service duration and demonstrates how, when, and where the trucks will make deliveries or services without causing impacts to vehicles, bicycles, and pedestrians in the right-of-way. li R4:l:ti SUPPORTING ACTIONS (FREIGHT) Yam. 1� Maintain a map of Auburn streets that overlap with the WSDOT Freight and Goods Movement Transportation System and ensure that transportation projects that overlap with T-1, T-2, and T-3 routes include adequate space for large vehicle turns. Update the EDS to ensure they adequately consider the needs of freight vehicles in terms of intersection turning movements, mid -block turning movements into driveways, loading docks, and alleys, and entrance to, navigation of, and exit from traffic circles and roundabouts. Identify truck routes that do not meet current freight level LOS standards and prioritize investments to address deficiencies based on level of impact and available funding. .A [9 Page 256 of 501A IPAGE 66 2024 COMPREHENSIVE TRANSPORTATION PLAN CITY OF AUBURN Multimodal Concurrency Ensure that those transportation system facilities and services necessary to support development shall be adequate to serve the development at the time the development is available for occupancy without decreasing current service levels below established minimum standards. TR7-1. The City will not approve development activity if the development causes the vehicle level of service on a transportation facility to decline below level of service standards or if the development negatively impacts a transportation facility currently operating below vehicle level of service standards (any increase in intersection delay where intersection delay standard is already exceeded or any increase to queue length of an existing queue length that does not meet standards). Strategies that may allow a development to proceed, include, but are not limited to, one or more of the following: Concurrent with the development, Developer constructs street improvements to address the vehicular level of service impacts of the development. Concurrent with the development, Developer provides active transportation facility improvements, increased or enhanced public transportation service, ride -sharing programs, demand management, and other transportation systems management strategies that demonstrate a mode shift from vehicle to active transportation and/ or transit modes such that the development vehicular level of service impacts are mitigated. If the City'sTransportation Improvement Program includes a project that is not fully funded (for instance, the funding includes unsecured grants) that will mitigate the impacts of the development and is scheduled to be complete concurrent to the development, the City may allow the developer to provide funds to fully fund the project so that it may proceed concurrent to the development. If the City'sTransportation Improvement Program or Comprehensive Transportation Plan includes a project that would mitigate the impacts of the development, the City may allow the developer to fund (all or in -part) and build the project concurrent to the development. Development project scope is reduced SUPPORTING ACTIONS Include standards in the EDS that require development projects to conduct a traffic impact analysis (TIA) when certain thresholds are met. Thresholds will be intended to require a TIA when it is likely that a development could cause transportation facilities to operate below level of service standards or when then development is likely to have negative impact on transportation facilities already operating below level of service standards. The TIA scope will be scalable based on the development project and its potential impacts on the transportation system. The TIA will identify impacts and associated mitigation actions proposed to address the impacts. The City will review transportation impact analyses for developments outside the City through SEPA to identify if there may be potential impacts to City systems. The City will provide transportation impacts analyses for developments within the City that may impact other agencies so that those agencies may identify if there are potential impacts to their facilities. The City will update the per -person trip traffic impact rate for the following calendar year based on the traffic impact fee funding need identified in the TIP and revise the fee schedule based on this per -person trip rate for adoption as part of the City's overall fee schedule. (Continued on next page) PAGE 67 Page 257 of 505 POLICIES CHAPTER I 1 12 13 I4I 5I 6I 7I Development project is phased or delayed. Establish a lower vehicle level of service standard via the City Council adoption of an amended Comprehensive Transportation Plan. The denial of a development in order to maintain concurrency may be grounds for the City declaring an emergency for the purpose of amending the Comprehensive Transportation Plan outside of the annual amendment cycle. For the purposes of this policy "concurrent with the development" means that improvements or strategies are in place at the time of development, or that a financial commitment is in place to complete the improvements or strategies within sixyears. TR7-2. The City may afford a developer that funds and/ or constructs improvements that provide mitigation beyond the impacts of the development activity a credit against the traffic impact fees due for the project. TR7-3. Development activity generating people trips shall pay a transportation impact fee that is used by the City to make system wide capital improvements and programs that provide vehicular capacity and encourage a mode shift from vehicles to active transportation and/or transit. TR7-4. Development activity shall make improvements along project right-of-way frontages to provide for vehicle, pedestrian, bicyclist, transit, and freight trips to/ from the project. Improvements shall be in accordance with multimodal level of service standards and the EDS. TR7-5. The City may enter into latecomer (payback) agreements where transportation investments are made by one party that legitimately should be reimbursed by others, 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 required improvements. TR7-6. The City may make transportation improvements that would be required for an undeveloped or underdeveloped private property to develop or redevelop with a City funded capital project and re -coup the costs of those improvements assessed through a payback requirement on the private property. TR7-7. Conversion of an intersection to all -way stop -control as mitigation for intersection level of service deficiencies shall only be allowed as a temporary measure where permanent measures such as a traffic signal or roundabout will be constructed concurrent to the development activity triggering the mitigation requirement. SUPPORTING ACTIONS On an annual basis, the City will develop a per person transportation impact fee based on the number of people trips anticipated over the next six -year period of the TIP and the impact fee funding needed to implement projects to accommodate those trips. Projects include those that increase vehicular capacity or provide mode shift from vehicle to active transportation and transit, thereby reducing the need for vehicle capacity. In planning expenditure of transportation impact fees, the City will seek to support development concurrency by prioritizing projects that address vehicular level of service issues related to recent and anticipated development activity. The EDS will define frontage improvements (half -street improvements) required to be provided by development activities. The City will seek grant, loan, and partnership funding for system capacity and mode shift projects that would help reduce traffic impact fee rates required to maintain concurrency. Page 258 of 505 PAGE 68 2024 COMPREHENSIVE TRANSPORTATION PLAN CITY OF AUBURN Demand and System Management O Use Transportation Demand Management (TDM) and Transportation System Management (TSM) strategies to ® reduce capacity demand on the transportation system. O TR8-1. TSM strategies shall be utilized to efficiently operate the existing transportation system, thereby maximizing resources, and reducing the need for physical system capacity expansion. TR8-2. TDM strategies, such as the Commute Trip Reduction (CTR) program or other strategies that reduce single occupant vehicle travel shall be utilized, when possible, to lessen the impact on transportation system capacity. TR8-3. Reduce the need for new capital improvements through investments in operations, pricing programs, demand management strategies, and system management activities that improve the efficiency of the current system. TR8-4. Emphasize transportation investments that provide alternatives to single occupancy vehicle travel, increase travel options, especially to and within centers, and support compact, pedestrian - and transit -oriented densities and development. rwd 126\. SUPPORTING ACTIONS Identify and map prioritized intelligent transportation system (ITS) improvements, based on available funding and existing infrastructure. Coordinate with transit agencies to enhance CTR programs for CTR employers in Auburn. Improve the CTR Program for City employees. PAGE 69 POLICIES CHAPTER I 1 12 13 14I 5 16 17 Right -of -Way (ROW) Retain and preserve existing right-of-way and identify and acquire new right-of-way as needed to provide for the existing and planned transportation system. TR9-1. Seek opportunities to obtain right-of-way along roadways and at intersections in accordance with adopted standards and comprehensive planning. TR9-2. The City may acquire right-of-way, development rights, easements, and other property rights in accordance with the uniform act and other local, state, and federal law. TR9-3. Private property shall not be taken for public use without just compensation having been made. The property rights of landowners shall be protected from arbitrary and discriminatory actions. TR9-4. Right-of-way that has the potential for future transportation system needs shall be retained and right-of-way that has no potential future transportation system needs shall be considered for vacation. TR9-5. When triggered by City code, require the dedication of right-of-way to accommodate the build -out of half street improvements based on the roadway classification and active transportation facilities identified in this Plan. TR9-6. Permanent use or encroachment of right-of-way for non - City transportation system purposes shall be prohibited, restricted, or regulated to preserve the City's existing and planned use of the right-of-way for City transportation system purposes. SUPPORTING ACTIONS Preserve and protect existing right-of-way through the issuance of permits such as Construction Permits, right-of-way Use Permits and franchise agreements. Monitor and address right- of-way encroachments. Acquire additional right- of-way as necessary to implement the Comprehensive Plan. As budgeted funds allow, purchase property when it is available on the market as a voluntary protective purchase rather than under threat of use of eminent domain. Page 260 of 505 2024 COMPREHENSIVE TRANSPORTATION PLAN CITY OF AUBURN GOAL 10 Asset Management Design, construct, preserve, and maintain the City's transportation system in the most cost-effective manner. TR10-1. Theta rget average Pavement Condition Index (PCI) for all streets is 70. TRIO-2. The minimum design service life for new and re -built roadways is 20 years. TRIO-3. The City shall take and require actions by others that minimize and mitigate impacts to the roadway surfaces by utility work and other construction activities. TRIO-4. Pursue and secure other funding sources, such as grants, partnerships, and revenue mechanisms to fund pavement preservation projects TRIO-S. To the extent allowed by available preservation funding, the City shall prioritize the preservation of streets prior to the existing pavement degrading to the point where reconstruction of the roadway becomes the appropriate treatment. TRIO-6. Non-residential roadways requiring full pavement replacement shall be prioritized based on vehicle volumes and classifications with higher volumes of vehicles, heavy trucks, and transit routes being higher priorities than those with less. TRIO-7. Local Street Preservation program shall focus on preserving and re -building roadways classified as local residential, local industrial or rustic residential. TRIO-8. The Arterial Street Preservation program shall focus on preserving and re -building roadway systems classified as arterials or collectors. SUPPORTING ACTIONS EDS prohibit trenching or cutting into newly constructed pavement surfaces (within five years) or require additional pavement replacement area where trenching or cutting in newly constructed pavement surfaces cannot be avoided. Notify and coordinate with private and public utilities when planning to complete pavement overlays or reconstruction. Identify City streets that are nearing a deterioration level that wouId require complete roadway re -build for inclusion in the pavement preservation program. Require roadways to be built per the requirements in the adopted EDS. Evaluate options to meet funding gaps that may include revenue mechanisms available through the Transportation Benefit District for consideration and potential implementation. Maintain a Computerized maintenance management system (CMMS) to record response to customer service calls. (Continued on next page) PAGE 71 Page 261 of 505 POLICIES CHAPTER I 1 12 13 I4I 5I 6I 7I TRIO-9. Prioritize the maintenance and replacement of pedestrian facilities to address deficiencies and to meet ADA requirements. TRIO-10. Prioritize maintenance of bicycle facilities to keep them visible with signage and markings, and clear of encroachments and debris. TRIO-11. Prioritize maintenance, repairs, and replacement of traffic control systems (signals, dynamic message signs, rapid rectangular flashing beacons) at a level consistent with optimizing system reliability, asset economic life, and system performance. TRIO-12. Ensure adequate resources to maintain, per USDOT, MUTCD, and other regulatory requirements and best practices, other elements of the street system such as signage, street lighting, and roadway markings. TRIO-13. Bridge inspection and maintenance shall follow State, Federal, and other applicable regulatory requirements. TRIO-14. Intelligent Transportation Systems (ITS) will be managed and maintained to be secure, reliable, and effective. TRIO-15. Prepare for changes in transportation technologies and mobility patterns. SUPPORTING ACTIONS Assign industry standard design lives for control systems. Seek to repair or replace system assets before they exceed their economic life and minimize the number of high - criticality assets beyond their economic life. Take measures to ensure system security for traffic control systems. Incorporate repair and replacement of sidewalks and other street assets into pavement preservation projects as appropriate and as resources allow. Page 262 of 505 PAGE 72 2024 COMPREHENSIVE TRANSPORTATION PLAN CITY OF AUBURN GOAL 11 c1 P I Parking Ensure a balance between on -street and off-street parking provided to meet the needs of existing land use, development, and other community needs and as allowed by law. TRII-1.On-street parking should be allowed only when consistent with the classification and intended function of the street. TR11-2. New developments shall provide adequate off-street parking to meet the needs of their development unless otherwise precluded by law. TR11-3. Within high density areas, such as Regional Growth Center, evaluate and address the need for passenger and/or commercial loading zones. SUPPORTING ACTIONS Take an active approach to managing on- and off-street parking in commercial and high -density residential areas to minimize land dedicated to parking and ensure right-of-way balancing parking with other community needs. Explore the feasibility of parking management programs, shared parking strategies, and/ or subsidized ORCA cards programming as new low-income housing units are being developed; addressing the transportation needs as development occurs. Encourage new development to incorporate appropriate design features such as: Preferential parking for carpools and vanpools; Special loading and unloading facilities for carpools and vanpools; Transit passenger facilities, including comfortable bus stops and waiting areas that may be integrated in the building design; and secure and covered bicycle parking, showers, lockers, and related facilities to support bicycle commuters. Where applicable, encourage convenient short-term bicycle parking for customers or other visitors. Develop guidance for the creation of parking facilities for bicycles, scooters, and other active transportation vehicles that help promote mode shift away from motorized vehicles. PAGE 73 Page 263 of 505 4 _ t` �i 1 Page 264 of 505 PAGE 74 2024 COMPREHENSIVE TRANSPORTATION PLAN CHAPTER System _ Management, Maintenance, and Operat'ions o. I IN THIS CHAPTER Staffing Equipment/Fleet Facilities Asset Management 0 A , ST SW Efficient and effective managem maintenance, and operations of ent, the City's transportation systems =BB,STOP ; relies on strategic planning and implementation. These efforts require :: , identification of current and future + assets and the financial, equipment, facilities, and personnel resources required to maintain and operate them. This chapter summarizes current and anticipated future staffing, equipment, and facilities needs and describes management of key transportation systems and �-r elements such as pavement, street signal, sidewalks, and signage. 2024 COMPREHENSIVE TRANSPORTATION PLAN CITY OF AUBURN 5.1. STAFFING The staffing for the City's transportation system is broken down into four areas: Transportation Engineering and Planning, Traffic Signal Operation and Maintenance, Street Maintenance and Vegetation Maintenance. 5.1.1. Transportation Engineering and Planning This area is responsible for the development, management, and administration of the Plan, Transportation Improvement Plan, Traffic Impact Fee program, street payback agreements, development review and permitting related to transportation requirements on all types of developments, traffic studies, citywide traffic count program, citywide channelization and pavement marking program, franchises, right-of-way use permits, community banner program, adopt a street program, right-of- way vacations, Americans with disabilities transition plan for right-of-way, commute trip reduction program for all large employers within Auburn, pavement preservation, capital project grants, neighborhood traffic calming program, on -street parking management, photo enforcement program, and regional coordination on transportation issues. There are currently five full-time equivalent (FTE) employees to manage these responsibilities. 5.1.2. Traffic Signal Operations and Maintenance This area is responsible for the operation and maintenance of the City's traffic signals including programing and signal timing, electronic traffic control and warning devices, dynamic message signs, traffic cameras, school zone flashing beacons, and the ITS including fiber optic cable. There are currently five FTE's to manage these responsibilities. 5.1.3. Street Maintenance This area is responsible for the maintenance of the roadway system including signage, street lighting, guardrails, walls, pavement, sidewalks, curbing, and delineators. There are currently10.5 FTE's to complete this work. Litter management is contained within the Solid Waste program through contracted services. 5.1.4. Vegetation Maintenance This area is responsible for maintenance of roadside and pond vegetation, hardscape medians located along the roadways of the city, and provides street sweeping services on all roadways. The Parks Department maintains the landscaped medians within the roadway corridors of the City. There are currently 11.5 FTE's to complete this work, however, 5.1 FTE's are funded by the Storm Drainage Utility and provide for the vegetation maintenance of the Storm properties and facilities and therefore only 6.4 FTE's are dedicated to the street vegetation maintenance functions. The City's transportation system elements are shown in Table 10. Table 10. Transportation System Elements QTY DESCRIPTION 248.69 Miles of Streets 17 Bridges 11,000 Street Signs 13,389 Feet of Guardrail 96 Traffic Signals 31 Rapid Rectangular Flashing Beacons 3.684 Street Lights - City Owned 2,261 Street Lights - PSE Owned 53 School Zone Flashing Beacons 19 Speed Radar Feedback Signs 89 Traffic Cameras 12 Speed Photo Enforcement Locations (School Zones) 4 Dynamic Message Signs 43.86 Miles of Fiber Optic Systems 2 Community Banner Locations PAGE 77 Page 267 of 505 SYSTEM MANAGEMENT, MAINTENANCE, AND OPERATIONS CHAPTER I 1 12 13 14I 5 16 17 As the City's transportation systems grow and new regulatory requirements are enacted, the resources needed to complete necessary maintenance and operations must be evaluated and adjusted to ensure adequate resources to meet the growing needs of the system and continue to maintain the system in a state of good repair. Unfortunately, because not all agencies provide the same services and functions, there are no reliable national standards to look at to determine level of staffing needed for a transportation system with the exception of signal maintenance. The Federal Highway Administration and Institute of Transportation Engineers recommends a ration of between 25-50 traffic signal/field devices per technician. The City of Auburn has three signal technicians and one supervisor which results in a ratio of 76:1 and is therefore under resourced for the current number of systems that they are responsible for. This plan has identified a need for potentially ten to 12 new traffic signals and several RRFB's associated with projects and programs to improve pedestrian access and safety. In addition, there is the potential for future expansion of the photo enforcement program which should also be considered when determining future staff resources needed. Page 268 of 505 PAGE 78 2024 COMPREHENSIVE TRANSPORTATION PLAN CITY OF AUBURN 5.2. EQUIPMENT/FLEET The City currently has the equipment resources for use in the maintenance of transportation systems shown in Table 11 and Table 12. Similar to the staff resource discussion above, there are no national statistics on the amount of equipment needed for the size of a transportation system because there are too many differences between agency responsibilities and levels of service. The current resources allow for adequate maintenance of the City's systems and as staffing Table 11. Equipment Assigned to Street Division or Traffic Signal Division QTY EQUIPMENT DESIGNATION 4 6402E, 6403F, 6404B, 6412E 1 6415C 1 6418D 2 6113D, 6114D 1 6116D 1 6116D 4 6413 D, 6414C, 6114C, 6113 D 2 6450A, 6450 B 1 6426 D 3 6411C, 6425C, 6425D A402A, A402B, 6 A901A, A408A, A404A, A501 D 3 A403A, A405A, A401A 2 A904A,A407A 1 A411A 1 6423 D 1 6420C 1 6432 D 1 6436A 1 6934A 1 N/A TYPE 1 Ton Truck F 350 Light Truck Sign Truck Signal Transit Van Signal Bucket Truck Engineering SUV Staff Vehicles Bucket Trucks Patching Truck International Dump Truck Plow Attachments Sander Attachments Deicer Attachments 1650 Gallon Tank NorAm Grader Johne Deere Loader CAT Roller Wacker Roller Trverus Sidewalk Cleaner ACCUBRINE Brine Maker resources grow, equipment resources will be need to increase accordingly. In addition, in 2024the City will be implementing an all electric street sweeper which was made possible through a grant from the Department of Ecology. In order to reduce the cities greenhouse gas emissions, replacement of fleet equipment and purchase of new equipment will consider the ability for electric vehicles, hybrid vehicles, or alternative fuels to be used as these technologies develop and improve. Table 12. Additional Equipment Available for all M&O Teams QTY EQUIPMENT DESIGNATION 1 6940C 1 A428E 1 N/A 1 6523C 1 6900 2 6635A,6930A 1 6601A 3 6911 B, 6910C, 6505B TYPE Case Skid Steer 30" Cold Grinder 84" Angle Broom attach ment-seria Backhoe/ Extendahoe Backhoe Yanmar Excavator John Deere Excavator International Dump Truck 4 A904A, A905A, Plow A406A, (6910D) 4 A903A, A902A, Sander A502A, (6910D) Kenworth Dump 1 6910D Truck 1 6911A Mack Dump Truck 1 6420C Johne Deere Loader 1 6432D CAT Roller 1 6436A Wacker Roller Trverus Sidewalk 1 6934A Cleaner 1 N/A ACCUBRINE Brine Maker PAGE 79 Page 269 of 505 SYSTEM MANAGEMENT, MAINTENANCE, AND OPERATIONS CHAPTER I 1 12 13 14I 5 16 17 5.3. FACILITIES Management, maintenance, and operations of the City's transportation systems are provided from two locations: 1 East Main Street -City Hall Annex, Transportation Engineering Services 1305 C Street SW- Maintenance and Operations Shops, Street Division, Vegetation Division, Traffic Signals Division Other facilities also used for the Transportation system include the following Sand and salt storage -five locations citywide Vegetation sorting facility -Jacobson Tree Farm Storage - City's GSA Property on C Street SW In 2020, the City undertook a study, the Facility Master Plan, to determine the space needs for the Public Works, Parks and Police departments. The recommendation of that study as it relates to the transportation system was to continue to provide maintenance and operations services from the 1305 C Street SW location but to expand the facilities with the construction of approximately 13,100 SF crew building, expansion of the fleet shops, relocation of the employee parking, completion of a driveway connection to 15th Street SW, and construction of covered parking for high valued fleet. This plan and its recommendations were adopted by the City Council in 2021 with Resolution 5595. In 2024 construction is anticipated in the first phase of the Facility Master Plan for Public Works which is the expansion of the fleet shop facilities. As part of this work in the first phase, the City is improving the electrical service to the property to accommodate future charging stations for the electric street sweeper and future electric and/or hybrid fleet vehicles. In 2024/2025 it is anticipated that planning work will be done in the second phase of the identified improvements which for Public Works includes improvements at the Maintenance and Operations Shops to address the need for more crew space and warehousing space. In 2024/2025 the City will be increasing the ability for the City to handle inclement weather events in the future by adding an additional sand and salt storage location. Planning efforts are also underway to relocate the vegetation sorting facility, which allows debris from operations to be separated and dried before disposal thereby reducing the costs of disposal is completed, from the Jacobson Tree Farm Property. This is due to the future plans of the City to build a Community Park on the tree farm site. In 2024, the City is also completing a remodel at the City Hall Annex facility to provide the necessary office space for the future growth of the Public Works, Community Development and Finance departments located on the second floor and will provide necessary space for the transportation staff located there. Page 270 of 505 qq PAGE 80 2024 COMPREHENSIVE TRANSPORTATION PLAN CITY OF AUBURN 5.4. ASSET MANAGEMENT Asset management involves the balancing of costs, opportunities and risks against the desired performance of assets to achieve objectives of the transportation system. The City currently uses an asset management system for its transportation and utility infrastructure and integrates this information with its GIS. This system allows the City to track requests for services both internally and from the community, assign specific tasks both reactionary and preventative to the maintenance of our facilities, and track information on specific assets defined within the system. The City has been implementing this system since 2007 and continues to improve the asset data sets and mapping to provide resources for our planning of system improvements as well as the day to day work of maintaining the systems. 5.4.1. Street Pavement The City's Streets Division completes temporary and permanent pavement patching as needed in response to requests and complaints on all roadway corridors up to 6' x 10' in size. Areas that require more extensive patching or full pavement replacement are incorporated into the pavement preservation programs and implemented as capital projects managed by the Public Works Engineering services. As of December 2022, City streets have an overall average pavement condition index of "67" on a scale of "0" to "100" where "0" is a completely deteriorated roadway surface and "100" is a new roadway surface. The City's goal is to achieve and maintain an average 70 pavement condition index which reflects a "good" surface condition. An annual report is published to document the pavement rating throughout the City. 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, the City Council modified the funds for this program, to be temporarily provided by real estate excise tax (BEET) Revenues until a permanent and sustainable source could be established. Beginning in 2023, the City Council reallocated the existing 1%tax on utilities previously used to fund the arterial street preservation program to the fund the local street preservation program (formerly known as the Save Our Streets Program). Figure 14. Local Residential Street Before and After SOS Rebuild This re -allocating established $2 million annually to the local streets preservation program, which is the funding level estimated (in 2022 dollars) needed to achieve and maintain the City's average pavement condition index (PCI) goal of 70. In 2008, the City created a similar program to fund the repair and maintenance of arterials and collector streets. Through 2022, this program was funded with a 1% utility tax, which was supplemented by grant funds, which provided an average of approximately $3.3 million per year. Analysis shows that approximately $5 million per year (in 2022 dollars) is needed to improve our arterial and collector streets to the PCI average target of 70 within the next 10-15 years, and then maintain them at that level. Besides preserving, repairing, and replacing pavement surfaces, the street preservation programs also address non-ADA compliant curb ramps on - streets being re -paved or re -built when required per the criteria established in the City's ADA Transition Plan. The programs also address damaged or lifted sidewalks that may present an ADA obstruction or concern on streets it is re -paving or re -building. PAGE 81 Page 271 of 505 SYSTEM MANAGEMENT, MAINTENANCE, AND OPERATIONS CHAPTER I 1 12 13 14I 5 16 17 In 2022, the City Council took actions to work towards reaching and sustaining the needed funding for both programs. Starting in 2023 the 1% utility tax revenue was moved to the local streets preservation program and a 1.5% tax on City Utilities was enacted to provide funding for the arterial streets preservation program. Additionally, as the City's Transportation Benefit District, the City Council enacted a 0.1% sales tax to provide funding for the arterial street preservation program. These new revenue streams, combined with grants, and fund balance are projected to get the City closer to the $5 million needed per year for the arterial street preservation program. The analysis in 2022 also identified that the City may need to consider the implementation of a $20 car tab fee through the Transportation Benefit District depending on future grant revenues. Current grant programs provide funding opportunities based on eligibility and scoring that exclude many City streets and the number of streets that are eligible and score well for the grants that have not already been repaired and preserved is diminishing. Therefore, the future level of grant revenues for pavement preservation is uncertain. 5.4.2. Active Transportation Facilities I Sidewalk Repair and Accessibility Program The City of Auburn has an Annual Citywide Sidewalk Repair and Accessibility Program to repair damaged sidewalks, install/replace curb ramps that do not meet ADA standards, and to complete missing links in the sidewalk network. These funds are essential for promoting active transportation 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 areas of known concern and 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 payment into the City's sidewalk repair program. This program may also include the completion of sidewalk improvements using Community Development Block Grant funding to address areas that are within a qualified census tract as defined by HUD. Page 272 of 505 PAGE 82 2024 COMPREHENSIVE TRANSPORTATION PLAN CITY OF AUBURN 5.4.3. Street Lights In 2021, the City completed the conversion of all of its City -owned standard Cobrahead style street lights from sodium halide to LED lighting and implemented a control system that provides information on the use of the system and can provide notifications when lights are not working. Beginning in 2021, the City created a Street Lighting Improvement program to complete the conversion of PSE-owned lights within the City to LED and to provide funds to add street lights where lighting does not meet the City's current design standards. More significant lighting projects are included in the transportation improvement plan as funding allows. 5.4.4. Traffic Signal Systems The City completes annual preventative maintenance on its traffic signal systems. Every eight to ten years, the City also completes the re-lamping of signal heads. Each capital project that may impact an existing traffic signal is also reviewed for improvements and/or equipment replacements that may be needed for signal operations. In addition, as a traffic signal system reaches the end of its useful service life, it is included in the transportation improvement plan for replacement as funding allows. Often, development or capital projects re -build all, or portions, of existing traffic signal systems. Generally, to keep up with the general useful service lifetime of the City's traffic signals, a complete signal system must be replaced every three to four years. 5.4.5. Street Landscaping/Vegetation The City's street standards require landscape strips along some roads classified as local residential or collector. City code establishes that the landscape strips are the responsibility of the adjacent property owner to maintain. Medians that include landscape treatments are maintained by the City's Parks Department through a contract with a landscape maintenance company. Roadside vegetation is maintained by the City's Vegetation Division where formal landscape strips do not exist and where vegetation within the right-of-way may create potential hazards or sight distance concerns. 5.4.6. Transportation System Management (TSM) and ITS 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 reduce congestion and delays at intersections and along corridors to help meet City LOS standards TSM techniques used by the City include: Re-channelization/restriping, adding turn lanes, adding Signal interconnect and optimization Turn movement restrictions Access Management ITS, including Dynamic Message Signs (DMS) Traffic monitoring with PTZ cameras Signal battery backups on all major intersections SYSTEM MANAGEMENT, MAINTENANCE, AND OPERATIONS CHAPTER I 1 12 13 14I 5 16 17 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 phasing and timing real-time, thereby accommodating unexpected increases in traffic or traffic obstacles such as event related traffic and crashes. 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 8. 2024 Intelligent Transportation Systems (ITS) in Appendix A. In addition to TSM strategies, the City strives to provide viable alternatives for travelers to encourage mode shifts away from single occupancy vehicles to transit, biking, and walking, 5.4.7 Signage and Channelization The City maintains street signage per the Manual of Uniform Traffic Control Devices (MUTCD) as adopted by WSDOT. This includes the replacement of signage as necessary due to knock downs or when reflectivity is below standards. Reflectivity requirements are established in the MUTCD. 'a 7 The City re -paints roadway and curb striping on an annual basis. A database of the locations of all thermoplastic roadway markings is currently being created to facilitate a programmatic approach to the refreshing of these markings on a one to five- year basis. In addition, this data set will include the locations of raised pavement markers (RPMs) as new regulatory requirements within the MUTCD call for these RPM'S to be updated/replaced on streets without street lighting and meeting other criteria. 5.4.8. Bridges The City completes bridge inspections as required by the FHWA on an annual or bi-annual basis as determined in the prior inspection report. Inspection reports identify if there are maintenance, repairs, rehabilitation or replacement that is needed for the bridges within the City. The City Bridge program provides for minor cost repairs that are identified in the annual inspections on an annual or bi-annual basis depending on the work identified within each bridge inspection report. When larger items of work are identified, the City includes specific projects within the Transportation Improvement Plan as funding allows. The City also typically applies for grants through WSDOT's Local Bridge Grant Program and has secured funding for bridge maintenance and repairs. )f 50� PAGE 84 2024 COMPREHENSIVE TRANSPORTATION PLAN CHAPTER 6 Funding too IN THIS CHAPTER — I Financial Summary I Financial Planning & Programming I FundingSources urces Revenue Shortfall Contingency Funding Strategies, Project Prioritization io. c 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. M-TM-0 too - -; Page 276 of 505 PAGE 86 2024 COMPREHENSIVE TRANSPORTATION PLAN CITY OF AUBURN 6.1. FINANCIAL SUMMARY The summary below provides an overview of the 20-year financial outlook for the City's transportation systems. Forecasts are based on current funding levels for City funds and based on past trends for grants and partnerships. All amounts shown are shown in current dollars (2024) without discount rate adjustments to current value. Table 13.2024 to 2044 Expense and Revenue Forecast OPERATIONS Labor, Materials, Facilities Operations, Equipment Maintenance $ (336.6 Million) Facilities Expansion, Additional Equipment $ (20 Million) Motor Vehicle Excise Tax Revenue $ 18.9 Million General Fund $ 337.7 Million OPERATIONS FUNDING REMAINDER/(SHORTFALL) $ 0 Plan Projects/Programs Expense $ (320 Million) Traffic Impact Fees Revenue $ 25.86 Million Transportation Benefit District Revenue 0.1% Sales Tax $ 47.5 Million $20 Car Tabs* $ 11.7 Million Utility Taxes Dedicated to Transportation 1.0%on Non -City Utilities $ 40.98 Million 2.5% on City Utilities $ 26.61 Million Motor Vehicle Excise Tax Revenue $ 10.6 Million Multimodal Transportation $ 2.5 Million Interest Earning and Investment Income $ 2.73 Million Utility Revenues for Local Street Impacts $ 3 Million Other (Developer and/or Other Contributions/Payments) $ 12.6 Million Grants, Loans, and Partnerships Revenue" $ 106 Million Real Estate Excise Tax Revenue $ 29.7 Million OVERALL FUNDING CONTINGENCY/(SHORTFALL) $ 0.22 Million * Assumes 13 years of collection at $900k collected per year. ** Based on historic average of $4.25 million awarded per year + $20 million grant for BNSF/A Street Access Project PAGE 87 Page 277 of 505 FUNDING CHAPTER I 1 12 13 14 15 1 61 7 6.2. FINANCIAL PLANNING & PROGRAMMING 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 multi -year financing plan based on the identified transportation needs. 6.2.1. Transportation Improvement Program The TIP is a six -year fiscally constrained plan which lists programmed transportation improvements in the following categories: roadway improvement projects, intersection improvement projects, active transportation and transit projects, preliminary engineering and miscellaneous projects, and preservation projects. Transportation needs are identified by examining the latest information concerning safety and crash history, growth trends, the traffic model, traffic studies, and the projects identified in the 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 needs, access needs, and the likelihood of securing funding. The first three years of the TIP must be financially constrained, however, the City utilizes financial constraint on the full TIP period so project programming is often limited due to anticipated funding limitations. The TIP is an important tool for identifying funding and developing a financial plan for project implementation. This planning document is incorporated into the CFP and used to influence the City's adopted budget. 6.2.2. Capital Facilities Plan The CFP is the Comprehensive Plan element which identifies the financial plan for implementing all capital improvements in Auburn. Transportation improvements are included in the CFP, which is amended with each Biennial Budget. The CFP enables the City to fulfill the GMA requirement of having a multi -year 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 LOS's in accordance with the Comprehensive Plan standards. The 2024-2044 Plan capital projects and program costs are summarized in Table 14 on the next page. 2024 COMPREHENSIVE TRANSPORTATION PLAN CITY OF AUBURN Table 14. Capital Project and Program Cost Summary and Revenue Forecast DESCRIPTION 2024-2044 TOTAL Comprehensive Plan Projects (Comp-X) from See Appendix B $ 123 Million Appendix B Traffic Signals Maintenance $200,000 /Year Traffic Signal Replacements $150,000/Year Asset Preservation, Sidewalk Repair and Replacement Program $250,000/Year Repair, Replacement Arterial Street Preservation $5 Million/ Year $ 162 Million Projects/Programs Local Street Preservation $2 Million/ Year Bridge Repair & Maintenance $100,000/Year Channelization and Pavement Markings $400,000/Year Active Transportation Active Transportation Mode Shift Projects $1 Million/ Year $ 20 Million Projects/Programs Safety Projects/ Street Lighting $50,000/Year Programs Traffic Safety Programs $500,000/Year $ 11 Million Other Transit Partnership Routes $200,000/Year $ 4 Million TOTAL $ 320 Million 6.3. 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. 6.3.1. General Tax Revenues The City receives tax revenues from a variety of state, regional, and local sources including the Real Estate Excise Tax, sales tax, property tax, and the motor vehicle fuel tax (MVFT). In addition, the City has implemented a utility tax on all utilities within the City and allocated a portion of these revenues specifically to the City's transportation system for improvements. This includes a 1% tax on all non -City utilities such as gas, power, telecommunications, and cable and a 2.5% tax on City utilities including water, sanitary sewer, storm drainage, and solid waste. In 2023, the City began operation of a school zone photo enforcement program that may provide revenues for future transportation related projects. 6.3.2. Transportation Benefit District Chapter 36.73 of the Revised Code of Washington provides for the establishment of Transportation Benefit District (TBD) by cities and counties to levy PAGE 89 Page 279 of 505 FUNDING CHAPTER I 1 12 13 I4I 5I6I 7I 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. The State Legislature provided local governments with the tools of the TBD because inflation has eroded the local share of gas tax and a series of statewide ballot initiatives passed over the last 12 years have eliminated other traditional sources of funding for local transportation needs. In 2011, the City of Auburn implemented a TBD to provide adequate levels of funding for transportation improvements that are consistent with existing state, regional, and local transportation plans, and are necessitated by existing or reasonably foreseeable congestion levels. The geographic boundaries of the Auburn TBD is the municipal limits of the City of Auburn as they currently exist. The Auburn TBD geographic boundaries would expand with any future annexations. In December 13, 2016, there was an approval to implement an annual vehicle license fee of $20.00 for qualifying vehicles in the district. However, in September 19, 2017, the action was rescinded and therefore, no vehicle license fees were put into effect and no fees have been collected. In 2022, the City Council completed a review of the needs for the preservation of the City's streets and determined that $5 Million was needed annually to preserve the City's arterial and collector streets and $2 Million was needed annually for local streets. As a result of that the Council developed three recommendations to provide funding for preservation of the City's roads. Two of the recommendations utilize the authorities granted to the TBD by the State Legislature. The first one was approved by the City Council on October 3, 2022, with the adoption of Ordinance No.6881 which added a new section to the Auburn City Code (Chapter 3.23) imposing a Transportation Benefit District 0.1% Sales and Use Tax as authorized by RCW 84.55 and RCW 36.73. This tax became effective on January 1, 2023 and may be used for transportation improvements with a focus on preservation of the City's arterial and collector roadways. The second TBD consideration is a future implementation of a $20 Car Tabs at such time as the City is unable to obtain the grant funding to supplement the revenues for arterial and collector street preservation to meet the annual budget need of $5 Million. Based on the projected need of this Plan, it is anticipated that the $20 Car Tab's may be required to be implemented between 2031 and 2032. In addition, the 0.1% Sales and Use tax is enacted for a 10 year period and the City will need to consider The TBD is provided the authority to: • Establish and implement district policies, programs and procedures • Borrow money and incur indebtedness • Provide for investment of district funds • Create advisory committees (limited to seven City residents) • Other powers consistent with state law continuing that tax every 10 years to continue to receive the revenues forecast in this plan. 6.3.3. 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. IFederal Legislation In 2021, the Federal Legislature approved the new Surface Transportation reauthorization bill called the Infrastructure Investment and Jobs Act (IIJA). This is the largest long-term investment in infrastructure and provides $550 billion over fiscal years 2022 through 2026 in new federal funding. This is also know as the Bipartisan Infrastructure Law (BIL). I State Legislation In 2015 and 2022, the Washington State Legislature passed two separate transportation funding packages called Connecting Washington and Move Ahead Washington. These programs also increased potential funding available to existing grant programs within the State and each identified specific regional projects to be funded by the programs. Freight Mobility Strategic Investment Board (FMSIB) The mission of the FMSIB is to create a comprehensive and coordinated state program to facilitate freight movement between and among local, national, and international markets which enhances trade opportunities. FMSIB is also charged with finding solutions that lessen the impact of the movement of freight on local communities. Page 280 of 505 PAGE 90 2024 COMPREHENSIVE TRANSPORTATION PLAN CITY OF AUBURN FMSIBobtainsfunding directly from legislative appropriations and has contributed funds to the 3rd Street SW Grade Separation, the S 277th Street Grade Separation, M Street NE Widening 8th to 4th, and the M Street Underpass projects. IPotential Grant Programs for Consideration From these state and federal actions, there are a number of grant programs available to local agencies related to transportation infrastructure improvements, as shown in Table 15. Table 15. Potential Grant Program for Consideration PROGRAM DESCRIPTION There are a multitude of other potential federal grant programs through the IIJA that are evaluated as calls for projects are issued. PSRC has published a summary of the numerous grant programs available at https://ww-w.psrc.org/media/7292. TAP funds projects designed to strengthen the cultural, aesthetic, and Transportation environmental aspects of the inter -modal transportation system. The Alternatives program provides for the implementation of a variety of non-traditional Program (TAP) 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. Surface Transportation STP provides flexible funding that may be used by states and localities Program (STP) for projects on any federally classified public road, active transportation improvements, bridge, and transit capital project. A federal program targeted at reducing crash rates at intersections and along corridors, particularly at those locations with higher than average Safety Program fatality and injury rates. Funds come from the Highway Safety Improvement (HSIP) Program . HSIP requires that states program and spend safety funds according to their Local Road Safety Plan. Washington State's plan is called Target Zero. Congestion Mitigation A federally funded program administered through PSRC. CMAQ funds and Air Quality (CMAQ) projects and programs in air quality non -attainment and maintenance areas, which reduce transportation related emissions. Safe Routes to A state and federally funded program that aims to protect children from Schools Program traffic related deaths and injuries and promotes a healthy lifestyle by encouraging bicycling and walking to school. Pedestrian and A state funded program that funds active transportation safety Bicycle Safety Grant improvements. TIB administers annual grant programs that fund roadway and active Transportation transportation projects that improve safety, mobility, capacity, and promote Improvement Board (TIB) economic development. The TIB offers several programs, each of which emphasizes different funding criteria. In addition, they offer a Complete Streets program. (Continued on next page) Page 281 of 505 PAGE 91 FUNDING CHAPTER I 1 12 13 I4I 5I6I 7I PROGRAM DESCRIPTION A state funded program that provides low-cost financing for public facility Community Economic improvements. Public entities are eligible to apply for and receive loans and Revitalization grants for public facilities linked to economic development outcomes such Board (CERB) as private business investment and job creation. CERB also finances site - specific studies and plans. A State managed program to improve connectivity between counties and Regional Mobility regional population centers and reduce transportation delay. There are Grant Program four project types: vehicle and equipment purchases, capital construction, operations, and transportation demand management. Local Bridge Grant A State managed program to preserve and improve the condition of Program bridges that are physically deteriorated or structurally deficient through replacement, rehabilitation and systematic preventative maintenance. Rebuilding American Infrastructure with A discretionary program funding to complete critical freight and passenger Sustainability and transportation projects. Equity (RAISE) Safe Streets and A discretionary program funding regional, local, and Tribal initiatives to Roads For All (SS4A) prevent roadway deaths and serious injuries. RCN provides funding to prioritizing disadvantaged communities, aiming to Reconnecting improve access to daily needs such as jobs, education, healthcare, food, and Communities and recreation, fosters equitable development and restoration, and reconnects Neighborhoods (RCN) communities by removing, retrofitting, or mitigating highways or other transportation facilities that create barriers to community connectivity, including to mobility, access, or economic development. 6.3.4. 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. The City may also pursue financing airport improvements through the Community Aviation Revitalization Board (CARB) loan program. Table 16.2024-2044 Forecast Harvey Road/8th Street NE Intersection Improvements Remaining Debt payments 2024 - 2028 $ 407,933 M Street SE Remaining Debt Undercrossing Payments $ 2,155,891 Improvements 2024-2041 Auburn Way South Widening Anticipated $ 3,000,000 (Hemlock St SE Payback Period + Interest to Poplar St SE) 2025-2045 Page 282 of 505 PAGE 92 2024 COMPREHENSIVE TRANSPORTATION PLAN CITY OF AUBURN 6.3.5. Transportation Impact Fees 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. With the adoption of this plan, the City will be updating its transportation impact fee schedule to be based on a per person trip approach. The impact fees generated from this revised approach will be used for both vehicle capacity projects and active transportation projects that support mode shift away from vehicles (and therefore reduce need for vehicle capacity). 6.3.6 Funding Partnerships The City has successfully formed several funding partnerships, which have enabled it to leverage its resources in implementing transportation improvements. The Muckleshoot Indian Tribe (MIT) has graciously provided easements, funding, and other support to the City for several transportation projects and programs. In 2020, the City and MIT entered into a Memorandum of Understanding (MOU) where both parties agreed to work together to identify needs and provide solutions to gaps in active transportation facilities on, and along, SR 164/Auburn Way South. Subsequently, the MIT and City have entered into funding agreements for specific projects where MIT has provided funding for projects implemented by the City. The City anticipates continuing to partner with WSDOT on funding projects involving the state routes through the City. Local Improvement Districts (LIDS) enable City investment in a specified area by leveraging City funds, when available, with contributions from property owners in the district. LIDS are a means of using limited city resources to improve neighborhood quality through improvement of streets, sidewalks, and other features of the roadway. Historically, LIDS were often implemented to construct public improvements associated with new commercial and residential neighborhoods. It has been over 15 years since the City has last implemented an LID. This is presumably due to the high costs that LIDS would require the benefited property owners to pay. Additionally, most new residential and commercial developments trigger the requirement for public improvements such as streets, sidewalks, and street lighting to be built by the development at the time of the development rather than being built through LID. For these reasons, the City has not included any LID constructed improvements or funding in its future projections. In 2022, the City implemented a new Sidewalk Repair Program to address situations where adjacent property owners are financially responsible for the correction of damaged sidewalks within the City. This program allows for a property owner to pay the City a pre -determined fee to complete the work on their behalf in the next regularly scheduled sidewalk improvement project. Street Deferral agreements or Fee In Lieu payments are allowed per Auburn City Code 12.64A where property owners responsible for the construction of frontage improvements along their properties can pay the City for the completion of the work where a planned improvement project has been identified in the City'sTransportation Improvement Plan and/or adopted budget. PAGE 93 Page 283 of 505 FUNDING CHAPTER I 1 12 13 14 15 1 61 7 6.4. 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 is anticipated to fully fund the transportation plan, 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 the 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 the current LOS standard is met. 6.5. 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 are 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 car tabs or additional tax implementation when allowed. I Page 284 of 505 ~ PAG E 2024 COMPREHENSIVE TRANSPORTATION PLAN CHAPTER 7 Monitoring & Evaluation , .o Ate__ IN THIS CHAPTER Annual Updates Multi -Year Updates Accomplishments Since the Last Plan Update (2019) "P_ __!14 5,6 _ � , . . I `ilk k , . r '• INI - .v .-_--__ -.�-ram-__ r� �.. - - _ •.x _ _ .�j r The Comprehensive Transportation Plan, a long-range plan with the horizon year 2044, 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. 2024 COMPREHENSIVE TRANSPORTATION PLAN CITY OF AUBURN 7.1. ANNUAL UPDATES The 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. 7.1.1. 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, active transportation, 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 TIP and the CPF 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. 7.1.2. Technical Information The 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 LOS, 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. 7.1.3. 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 ensure the City has an accurate understanding of how land use patterns, employment, 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. 7.1.4. Comprehensive Plan Consistency The annual evaluation process is an opportunity to ensure the Plan is consistent with other elements of the City's Comprehensive Plan, including the land use and economic development elements; Auburn Parks, Recreation and Open Space Plan, Transportation Improvement Program; and CFP. Hence, as part of the annual amendment cycle, the City will ensure these plan components are consistent with and supportive of each other. Page 287 of 505 PAGE 97 ---- MONITORING & EVALUATION CHAPTER I 1 12 13 14 I S 16 17 7.2. MULTI -YEAR UPDATES The City has the opportunity to perform annual updates to the 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 2024 update, it will present an opportunity to holistically examine the current transportation system and lay the framework for development of the future system. 7.3. ACCOMPLISHMENTS SINCE THE LAST PLAN UPDATE (2019) Since 2019, 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. In addition to the completed planned capacity projects, additional projects were completed, such as the I Street extension to South 277th Street, the Auburn Way South sidewalk additions from Dogwood to Hemlock, Riverwalk Drive Sidewalks Expansion, and numerous pavement preservation projects. PAGE 98 2024 COMPREHENSIVE TRANSPORTATION PLAN APPENDIX A Map lute Lin �1 ryl IN THIS APPENDIX Map 1.2024 Adjacent Cities and Counties Map 2.2024 Bike Route Network Map 3.2024 Existing Bike Facilities Map 4.2024 Existing Sidewalks Map 5.2024 Transit Bus Routes/Stops Map 6.2024 Level of Transit Service Map 7.2024 City of Roadway Classifications Map 8.2024 Intelligent Transportation Systems (ITS) Map 9.2024 Federal Functional Classifications Map 10.2024 Freight Network INTERACTIVE LINKS Roadway Information Vehicle LOS - Intersection Delays Sidewalk Inventory and Transit Level of Service Bike Network Assessment Map Existing and Planned Bike Facilities Map Conceptual Projects and Map - _ � .yq"aF .-R'`x'! � • fir- —• es�;� FIN pill -11- INN- MAPS & INTERACTIVE LINKS APPENDIX JAJBJCJDJ E Map 1.2024 Adjacent Cities and Counties Page 290 of 505 PAGE 100 2024 COMPREHENSIVE TRANSPORTATION PLAN CITY OF AUBURN Map 2.2024 Bike Route Network L N �Star e — r 1V F Awl r 248i11 5t IR Lakeland Northti e ollo West HJII k� .M. $ 352nq $t and S 3seth S - S, ?', tx r I ' r — — — d 167 1 South u l All one — 1 t Ellingson Rid — r AVe E r Pacifir 5 384th-St -- z �4r t� r-r Iucior Square w Autumn Glen ° hllerldlan Glen Glenb 1 f l r e I IJ� I Be1 4e kshlre en I W ku i s i �i — — f W yll Green River f pS -k Comm i+w" r,0 � Col I ec�e >+�+ashingtan Auburn National Gokf Narrows Club j �f'�18t{M�YILFBd Lai ibl � I Neely eriLl'ge . P teau 1¢3CUFJI Area F ilbut, Arri� Farm Park Park St Lartland yy� 53rd I grid St E ° Be ~; Land Tad 1$th SE 1 2Mlles J LW ti 4 � Bike Route Category 4 �---� Regional Priority Auxiliary - - - Proposed Regional - - - Proposed Pmriky f k Proposed AuxMary NorL-Auburn Bike RC.LL2 L T City Limits NorC-h Park Map iD: 62E:i PAGE 101 Page 291 of 505 MAPS & INTERACTIVE LINKS APPENDIX I A I B I C I D I E Map 3.2024 Existing Bike Facilities c rUOorSQUdFL w J K2 Autumn Gitn u Morld{an Glen Glenb �r - art k r Lm ' L ;5IJG-E?n `-r- Lakeland 'l Be kshlrte W North. orthAubu n —_�_ .�$, m r J. i I 4 1 oral pliaff l West HEM l Isah r Nr�v r .l f a � r r (keen River Iy Comm itp.', CO k eor g _ National Gnif Narrows club J I, I r - 15th ;tl. y 5 J-1i Fletly i}ridg, POteau Naturel'Am; South uburn 1fi4 5352rid St Bike Facility Class land l Class I Bikeway Al ont — Itl? `I LAMrr1 G e Faun P Class II Bikeway w{Buffer T (Both Sides) ��___ Class :I Bikeway wf Buffer 5 3bBt1i sc Ejlingsan A2 — (Intermittent or 1 Side) a Rae r Park Class II Bikeway (Both Sides; 1 st f Ave { Class II Bikeway (Inte rmittent �' Pacific I _ _ _ or t Side) l f LakelafNd Class III Bikeway wf Pavemert . Ovlxa Markings (Both Sides) Class III Bi keway wf Paverrrelrt I 2nd St F L Markings (intermittent or 1 — — Side) i� r e Class III Bikeway f City Limits E I r L -- —— w0 tBCh 54 1 2 MIIeS a J take Tapes Na+7h Pa'irt,,lap ID: 6269 Page 292 of 505 PAGE 102 2024 COMPREHENSIVE TRANSPORTATION PLAN CITY OF AUBURN Map 4.2024 Existing Sidewalks n f- — — -+ — L wi Tj 2'i:S1h 5' W�.� �NortLakela orth AU y!1 I , e dolloff I Nlest 11111 1 I I � + . I .167 > 1 4—V%t 1 167 � J - j ! 167 1 South ur` S 352nd St ! land : _1 Ath Algonk - I s 36BU7 St �JlrrFgson + — t Sidewalks width � 5ft I width < 5ft II width < 4ft - - _ f i — City Limits Id T k* Y f Bth St a — w a,10 4§ 1 2 was .� 4. a Autumn Glen } # Marld{an Glen Gle ° 14 r r t ► r 5E 7q#[FF St i 11 I 1$}� I { LA Be o leh W �n -K is R 7 41 Comm I e¢n Rivt'+r 4S lr�j k:-. d%, CopWgln 'P -j 4 �-�a ti'yrashingSGn Atipurn National Galf I19 c Narravfs 1_Itib —Natural-#rea i I Neely tirlage , Pateau Natural Area I1f.6°`�_�_{ 1 Gamf Park I 2nd St E — 1 r+ Se Auburn i I c3Fd 5r SE btf�t ,'fapps EdwaF. s� m 1-ake Tapps. North PArk Map ID: 6265 PAGE 103 Page 293 of 505 MAPS & INTERACTIVE LINKS APPENDIX I A I B I C I D I E Map S. 2024 Transit Bus Routes/Stops - Y I ru04r Square w J Autumn glen— a Glen SStarkeR IMerldlan Glenb SE.2"th St I k 137th _ --5 28 Pth-S1` I St � 24Hth 5k 5 I I 1 } I Ldklarry7ld '1 I I =`14ubr.m Airport Nlarth � I� Berkshire Glen � Northti I lburn � r s V > Rfl ! > alloff r West Nell Ma I 4.5th St fi]I, }} dZ T f/ � tea Hill -i soaftf Y f I Gruver Carnmuni# ' 4 'yAUbUrfh i�}�yn 11 k Collelge 1 4. - - YY&Shlrtgton - 157 II an Auburn National Golf Club y 4 Narrows Jf } II LAFlak+ral rea Lal 3 I -P r1 LEI NaMy BrldgL #Bdu karur81Arej - I f 1C7,11 r South 4burn ~ ��� 41S ` 4 L ..r 5% I � I YF - {�� I - ICI . land r Aubum amp v- Ath AIr13 — I I Farm Park I �w �w 5 368th St HI+n gse 11 Fitt I� - I I 1stIAw� I Roegnef Park If- * Lo€al Stops � PadlRL- _ _ r Frequent 5kops 16T - Lakelend • Express Stops l:" Ovita X ` - - - Local Bus Routes _ l N r 2ni Frequent Bus Routas ` 4 — Pd Benroy ? - - - Express Bus Routh Mu€kleshootTribal -I, is " - , (MM Routes I City Limits North Park Map ID: 6272 Page 294 of 505 PAGE 104 2024 COMPREHENSIVE TRANSPORTATION PLAN Map 6.2024 Level of Transit Service CITY OF AUBURN -'l Tutler Square ,, \ 5 I Autumn Glen�— I� ¢' [Meridian Glen Glelt Ste eke _ Ij r �i S. r L5� 2423rh St Lakellar d ' �kst4r North r` p - gr 4 `} °Lea Hill 1 nl�t - 45 AubdjWStaten ' l is;Nun Piw o- A a rrGtrr KfdSbingtgn — _ Auburn National Galf - I '' NdFF014'i Club f rva a r � J, Neely erldgt atcau Natural Arca S 3SZrid St % land ` n� w ith AI n Q I F f — — - uxdI Bus Routes RO Freq'ynt lus Routes ve € — — Express Bus Routes 'rarts"sk Level of Service 0 1 1 3 Fdwar} � b�f 0q 1 Lric Tapps r¢ 1 Sth w0 1 2 mi a 4a'r:r TappN n Nah r,Pal Flap ID: 6274 Page 295 of 505 PAGE 105 MAPS & INTERACTIVE LINKS APPENDIX JAJBICIDI E Map 7.2024 Roadway Classifications li f 7aldor Squart TM L I `" a *. 1' fsu[umn Glyn Merldian Glen ke Glen + — f , r �k - r Rath st Lakelar Fle ,flhu �iv North } r Dallofi i 1Vest HIII f I 11. 67i - k 1My @w RIYeF S Cnlle[�e I'1-, I - L Washingtan +Iiik+urn National Golf lJdFF,1W.; Club —t'#Rt4Jml Feo Lai j ktmly OrWgc �atoau Nalurnllifea — uth kL Rc adway Classi icabor'l - - - - Prin€ipaI Aiteria- _I uhtirrs Gai ,y I u Future Prdncipal Arerial G 1 Mmor Alter lal r _ — — - Future !•finor Alten'aI _ kdegn dfr• ` — Collector Se AubuFr, i Rustic Galle€#or} La€al I ` Y �F Local Industnal r•� A _ _ _ Local Rustic F y+ T — — — — 611IP Edwrl 31 A leyp _ — City Limits r {? 1-t Tapps a rn E 16kh w0 .4 q L � 2 Mlles '- - w I =D: 6274 v Page 296 of 505 PAGE 106 2024 COMPREHENSIVE TRANSPORTATION PLAN CITY OF AUBURN Map 8.2024 Intelligent Transportation Systems (ITS) — — — I L ' - I � � ♦fJ+y Lakeland 0 4 North NrkhAu urn-. . I *, I I 552 k rn 1� r • r r — — — • } Sell} ti31 �1n Lakeland ` South � I L� q t- Illahee Pa€ifi€ — — -lovIt Edgewood 0 21.5 1 2 kliles I I I 1 I I j 1 L� 7 twonvr .,F f r ; F L Be shlre Ctlen I r�•r . l , 1 • +' yllyn Washingtoo Auburn National Golf 4 NafTDWS Club t P"IvToI-F*8a M I P dteau 1 L - --- I V J r — � rid r•III.r5 ' � 1 1 akrland L — — — — LMA Tapps L r — J ,[[ I Map ID= b�79 SignalizedInEersecWrts rcryumc Cc Pn .gd whh F6ar V Kt.rc WwL3W Mmage Fuh.rc Fr r# Urnnede] Wdh rLte rlon COA SW*n d J-IlexOh FLrLUN city Evol a C4 PI Page 297 of 505 PAGE 107 MAPS & INTERACTIVE LINKS APPENDIX I A I B I C I D I E Map 9.2024 Federal Functional Classifications Cdier Fury Evydv Cther P-jKmW Pr3ev'al = Rtp" Arter.a2 Mirpy Cc4k<m• .. Drcc- s-c Ot-==_r P, -cipai A-eritl' AM95sec A"ejef Arena OMYhrLff' M55YVA S#: .7a tila tl'Lp"9 'J10�1 =1 L�CIOrC YJ Ti P.Tpored Major Ccixcmr Natio'tl - _, system (NHS'i ._-.. - r apc�e� hfc^w C�xeetoa r j GR' UrnG Page 298 of 505 PAGE 108 2024 COMPREHENSIVE TRANSPORTATION PLAN CITY OF AUBURN Map 10.2024 Freight Network ' 2 Tudor Square au !A okutumn Clan c . Merldaan Glen Gi,er1b khit- - r r L 2 G4th SS +SfSft r ' l Lake la x 9e kshire gun ' North s rth Au fn J. 1 . R { 1$ �f r 17 s U ,'C r3areen River r Y Community" 5, # Gfr1� - - 4Ydshing#on AubuFr' National Golf NdFFgws Elute -Natural �kFea Lai 3 —7ri f - ♦F N8Ely B�idgc P�ateau Natural Area 1fi7 Souill W uburn � {.. S 352rtd St LL L - - land I ,i Aut7k,rn' a,a ]t FajIMIP.lrk 1 1 At -Grade Rai'rcad Crossings7th StL5,E F Grade Sepeoated Railroad 1 Crossings Raugfler Park --+-- Raklroads Se Auburn, � I � T-f (>10 mil tans) k, T-2 (4-10 and tans) Lakeland Sf 53rd 5t SE ow+i 7-3 (4,3-4 mil tons) - - - - -. �.- _ --� ___ _ Y _ _ 0- Local lrtdustrial Roads st E - - F�4 - -- h 5#1 Edwar A2nd r L — City Limits Tapps --+- Railroad} -'Lake , O t8kh 5 1 2 Miles ° - -R Lake Tapes I 1 1 I 1 I 1 Ngrth ParNap ID: 6273 v ,t Page 299 of 505 PAGE 109 MAPS & INTERACTIVE LINKS APPENDIX I A I B I C I D I E This page left intentionally blank Page 300 of 505 PAGE 110 300 2024 COMPREHENSIVE TRANSPORTATION PLAN APPENDIX 6 project summarie40 IN THIS APPENDIX Summary Table of Planned Projects and Programs Project Summaries: Purpose, Concept, Planning Level Cost List of Bike Improvements to Encouraae Mode Shift PROJECT SUMMARIES APPENDIX IAIBICI DI E PLANNED PROJECTS & PROGRAMS Interactive Map: https://storymaps.arcgis.com/stories/2d9feleO980044fbb4bf78c20564SOeb Click on a linked COMP # in the summary table below to view that specific project summary. COMP # PROJECT• 1 Auburn Way N & 45th St NE Intersection Improvements $ 1,900,000 2 Auburn Way N & 42nd St NE Intersection Improvements $ 100,000 3 1 St NE Improvements (37th St NE - 45th St NE) $ 6,700,000 4 1 St NE & 37th St NE Intersection Improvements $ 2,300,000 5 I St NE & 30th St NE Intersection Improvements $ 3,250,000 6 SE 304th St & 112th Ave SE Intersection Improvements $ 800,000 7 SE 304th St &118th Ave SE Intersection Improvements $ 950,000 8 SE 304th St &116th Ave SE Intersection Improvements $ 3,725,000 9 Lea Hill Corridor Improvements $ 14,675,000 10 116th Ave SE & SE 312th St Intersection Improvements $ 5,600,000 11 116th Ave SE & SE 320th St Intersection Improvements $ 3,150,000 12 Pike St NE & 8th St NE Access Management $ 50,000 13 8th St NE Improvements (Auburn Way N - Harvey Rd/M St NE) $ 8,200,000 14 10th St NE Improvements (A St NW - Auburn Way N) $ 2,300,000 15 15th St NW & M St NW Access Management $ 50,000 16 S 316th St & 56th Ave S Intersection Improvements $ 3,225,000 17 S 316th St & 51st Ave S Intersection Improvements $ 2,150,000 18 S 321st St & 44th Ave S/46th PI S Intersection Improvements $ 3,750,000 19 A St NW & 3rd St NW Improvements $ 3,025,000 20 C St NW & 3rd St NW Intersection Improvements $ 1,900,000 21 M St SE By -Pass Rd (M St SE - Black Diamond Rd) $ 17,250,000 22 Auburn Way S, M St SE,17th St SE Intersection Improvements $ 2,300,000 23 M St SE & 12th St SE Intersection Improvements $ 4,650,000 24 M St SE & 29th St SE Intersection Improvements $ 2,925,000 25 A St Corridor Improvements - 37th to White River Bridge $ 21,965,000 26 A St SE & 12th St SE Intersection Improvements $ 1,42S,000 27 A St SE & 21st St SE Intersection Improvements $ 1,925,000 28 Lakeland Hills Way SE & Oravetz Rd SE Corridor Improvements $ 2,610,000 TOTAL $ 122,850,000 Page 302 of 505 PAGE 112 CITY OF AUBURN 1 2024 COMPREHENSIVE TRANSPORTATION PLAN I PROJECT SUMMARIES COMP-1 AUBURN WAY N & 45TH ST NE INTERSECTION IMPROVEMENTS Project Origin: New 2024 CTP Project Primary Need: Vehicle Capacity Description: Intersection delays will be reduced through the replacement of the stop control with construction of anew traffic signal. Concept Drawing ? ■ 49TH ST NE I Z 49TH ST NW O _ O � F � 45TH ST NE � 44TH ST NW Z Q Z 42NDPC N-r� z 3 U m � a F LOS AM PM PROJECT g Meets Fails e Fails Fails PROJECT PHASE COST ESTIMATE Planning & Engineering/ $ 700,000 PROJECT n Right of Way $ 0 Construction $1,200,000 Tota I $1,900,000 Page 303 of 505 CITY OF AUBURN 1 2024 COMPREHENSIVE TRANSPORTATION PLAN I PROJECT SUMMARIES COMP-2 AUBURN WAY N & 42ND ST NE INTERSECTION IMPROVEMENTS Project Origin: New 2024 CTP Project Primary Need: Vehicle Capacity Description: Intersection delays will be reduced through the restriction of left turns from 42nd St NE to Auburn Way N during PM peak hours with signage installed on a new raised median. Z i NST NE 1 44TH Sf NW 3 2 42ND PL-N'E� 1 m 3 z m a 37TH 5T NW 37TH 5T NE I 4 I VEHICLE LOS AM PM WITHOUT PROJECT 2024 Existing Meets Meets 2044 Future Meets Fails PROJECT PHASE COST ESTIMATE Planning & Engineering/ $ 25,000 Design n Right of Way $ 0 Construction $ 75,000 Total $100,000 >f 505 CITY OF AUBURN 1 2024 COMPREHENSIVE TRANSPORTATION PLAN I PROJECT SUMMARIES COMP-3 I ST NE IMPROVEMENTS (37TH ST NE - 45TH ST NE) Project Origin: New 2024 CTP Project Primary Need: Safety/Active Transportation/ Mode Shift Description: The I St N E Corridor provides access to several neighborhoods and commercial properties. To improve multi -model safety, and meet city roadway standards, bicycle and pedestrian improvements are proposed between 37th St NE and 45th St NE. 3 W N j ST NE a uy D � 44TH ST NW I Z Q 1-42NDP�Ne z � z � _ 37TH ST NW 37TH ST NE O 1 ■ PROJECT PHASE COST ESTIMATE Planning & Engineering/ $ 2,000,000 Design Right of Way $1,000,000 Construction $ 3,700,000 Total $ 6,700,000 45TH ST NE 6111•01 CITY OF AUBURN 1 2024 COMPREHENSIVE TRANSPORTATION PLAN I PROJECT SUMMARIES COMP-4 I ST NE & 37TH ST NE INTERSECTION IMPROVEMENTS Project Origin: New 2024 CTP Project Primary Need: Vehicle Capacity Description: IIntersection delays will be reduced through the construction of a single -lane roundabout. F LOS AM PM PROJECT g Meets Meets e Meets Fails PROJECT PHASE Planning & Engineering/ Design Right of Way Construction Total COST ESTIMATE $ 800,000 $100,000 $1,400,000 $ 2,300,000 Page 306 of 505 CITY OF AUBURN 1 2024 COMPREHENSIVE TRANSPORTATION PLAN I PROJECT SUMMARIES COMP-5 I ST NE & 30TH ST NE INTERSECTION IMPROVEMENTS Project Origin: New 2024 CTP Project Primary Need: Vehicle Capacity Description: IIntersection delays will be reduced through the construction of a single -lane roundabout. z z C 3 V z y4 a 3 Z 30TH ST N W 30TH ST NE = 2 e F LOS AM PM PROJECT g Meets Meets e Meets Fails PROJECT PHASE COST ESTIMATE Planning & Engineering/ $1,100,000 Design n Right of Way $ 50,000 Construction $ 2,100,000 Tota I $ 3,250,000 Page 307 of 505 CITY OF AUBURN 1 2024 COMPREHENSIVE TRANSPORTATION PLAN I PROJECT SUMMARIES COMP-6 SE 304TH ST & 112TH AVE SE INTERSECTION IMPROVEMENTS Project Origin: New 2024 CTP Project Primary Need: Vehicle Capacity Description: Intersection delays will be reduced through the construction of a new two -stage left turn lane on SE 304th St that will assist motorists turning from 112th Ave SE. A pedestrian refuge island and flashing beacons will be provided to enhance pedestrian crossing safety. a im�&._ F OS AM PM PROJECT g Meets Meets Meets Fails PROJECT PHASE Planning & Engineering/ Design Right of Way Construction Total to L rcp N R'Y6 6 e< '`6YIR u COST ESTIMATE* $ 300,000 $0 $ 500,000 $ 800,000 Page 308 of 505 CITY OF AUBURN 1 2024 COMPREHENSIVE TRANSPORTATION PLAN I PROJECT SUMMARIES COMP-7 SE 304TH ST & 118TH AVE SE INTERSECTION IMPROVEMENTS Project Origin: New 2024 CTP Project Primary Need: Vehicle Capacity Description: Intersection delays will be reduced through the construction of a raised median on SE 304th St that will restrict left turns from 118th Ave SE. a `_�r Imo. ih� VEHICLE LOS AM PM WITHOUT PROJECT 2024 Existing Meets Meets 2044 Future Fails Fails PROJECT PHASE COST ESTIMATE Planning & Engineering/ $300,000 Design Right of Way $ 50,000 Construction $ 600,000 Total $ 950,000 Page 309 of 505 CITY OF AUBURN 1 2024 COMPREHENSIVE TRANSPORTATION PLAN I PROJECT SUMMARIES COMP-8 SE 304TH ST & 116TH AVE SE INTERSECTION IMPROVEMENTS Project Origin: New 2024 CTP Project Primary Need: Vehicle Capacity Description: IIntersection delays will be reduced through the construction of a single -lane roundabout. a x 9 1 SE 304TH ST Q y V a a Q e w . LOS AM PM PROJECT F024Existing Fails Meets e Fails Meets PROJECT PHASE Planning & Engineering/ Design Right of Way Construction Total COST ESTIMATE $1,200,000 $ 325,000 $ 2,200,000 $ 3,725,000 uy„ �f RN; CITY OF AUBURN 1 2024 COMPREHENSIVE TRANSPORTATION PLAN I PROJECT SUMMARIES COMP-9 LEA HILL CORRIDOR IMPROVEMENTS Project Origin: Lea Hill Corridor Study (2020) Primary Needs: Vehicle Capacity, Mode Shift, Active Transportation, Safety Description: This project will reduce intersection delays, improve vehicle and active transportation safety, and support mode shift through the construction of the following improvements that would likely be implemented as two separate phased projects: f _ I 1 SU.304 T T2ND9TN Ir -� W ? 9 '9fi�iiiN MyL4�01 ST � 14TH ST NE [ x - � ,• ' { `! $TN ST HF N SE 320TN ST PROJECT PHASE COST ESTIMATE Phase l: Lea Hill Corridor -112th Ave SE & 105th PI SE Intersections $ 5,175,000 Improvements Phase 2: Lea Hill Rd Corridor - Non -Motorized Improvements $ 9,500,000 from 104th Ave SE to SE 312th St Tota 1 $14,675,000 Phase 1 - New single lane roundabout at the intersection of Lea Hill Road and 112th Ave SE and removal of the existing traffic signal at the intersection of Lea Hill Road and 105th Ave SE. A raised media would restrict left turning movements at 105th Ave SE. Phase 2 - New multi -use shared path along east side (uphill) and bike lane along west side (downhill) of Lea Hill Road from the new roundabout at 104th Ave SE (previously constructed as a separate project), to the new roundabout at 112th Ave SE (constructed with Phase 1 of this project). e 311 of 505 CITY OF AUBURN 1 2024 COMPREHENSIVE TRANSPORTATION PLAN I PROJECT SUMMARIES Fencing / Guard Rail i Buffer Bike Travel Lane Travel Lane Shared Lane Use Path PHASE 2 Vela. 105TH PL SE EMMiq ON Nw IFIRr 7- , � N a' i 'fib 4.�R � } _-7!z v� a � O Page 312 of 505 CITY OF AUBURN 1 2024 COMPREHENSIVE TRANSPORTATION PLAN I PROJECT SUMMARIES COMP-10 116TH AVE SE & SE 312TH ST IMPROVEMENTS Project Origin: Lea Hill Corridor Study (2020) Primary Need: Vehicle Capacity Description: This project will reduce intersection delays, address bike and pedestrian LTS deficiencies, and provide overall safety improvements on Lea Hill Road/SE 312th Street from a new roundabout to be constructed with a separate project at the intersection of 112th Ave SE to the intersection of 124th Ave SE. Improvements include a new single lane roundabout at the intersection of 116th Ave SE, a bike lane along the north side of Lea Hill Road/SE 312th Street, a separated multi -use shared trail along the south side of Lea Hill Road/ SE 312th Street between 112th Ave SE and 116th Ave SE, and completing gaps in sidewalks and bike lanes on both sides of Lea Hill Road/SE 312th Street between 116th Ave SE and 124th Ave SE. 22NOSTNE i _j Q pL w D \J-a0 `'E SE 312TH ST = 1 J�� Q o _a x SE 316fH 5T �- r PROJECT PHASE COST ESTIMATE Planning & Engineering/ $ 550,000 Design Right of Way $ 50,000 Construction $ 5,000,000 Total $ 5,600,000 Page 313 of 505 CITY OF AUBURN 1 2024 COMPREHENSIVE TRANSPORTATION PLAN I PROJECT SUMMARIES SEE LEA HILL CORRIDOR PHASE 1 1 r"" Q SE 312th St m uj W H CAN _ y a a s � s O N N r N r r Page 314 of 505 CITY OF AUBURN 1 2024 COMPREHENSIVE TRANSPORTATION PLAN I PROJECT SUMMARIES COMP-11 116TH AVE SE & SE 320TH ST INTERSECTION IMPROVEMENTS Project Origin: 2019 Comprehensive Transportation Plan Primary Needs: Safety, Active Transportation Description: This project will improve vehicle and active transportation safety at the intersection with the construction of a single lane roundabout. This project may be expanded to complete gaps in sidewalks and bike lanes on SE 320th Street. Concept Drav-- Bus Stop —/ 1 i H SE 376TH ST H Q l0 Q 2 Q � S � ~ H 0 V SE 320TH'ST W a �k o ; PROJECT PHASE COST ESTIMATE Planning & Engineering/ $1,100,000 Design Right of Way $ 50,000 Construction $ 2,000,000 Tota 1 $ 3,150,000 0 Page 315 of 505 CITY OF AUBURN 1 2024 COMPREHENSIVE TRANSPORTATION PLAN I PROJECT SUMMARIES COMP-12 PIKE ST NE & 8TH ST NE ACCESS MANAGEMENT Project Origin: New 2024 CTP Project Primary Need: Vehicle Capacity Description: Intersection delays will be reduced by restricting left turns from both northbound and southbound Pike St NE on to 8th St NE. F LOS AM PM PROJECT g Meets Fails e Fails Fails PROJECT PHASE COST ESTIMATE Planning & Engineering/ $15,000 Design Right of Way $ 0 Construction $ 35,000 Tota 1 $ 50,000 j Cast In Place Curbing -- - Page 316 of 505 CITY OF AUBURN 1 2024 COMPREHENSIVE TRANSPORTATION PLAN I PROJECT SUMMARIES COMP-13 8TH ST NE IMPROVEMENTS PROJECT (AUBURN WAY N - HARVEY RD/M ST NE) Project Origin: 2024 CTP New Project Primary Needs: Mode Shift/Active Transportation/Safety Description: Residents from the neighborhoods along 8th Street NE currently must walk or ride along narrow shoulders to get to shopping, social services, recreation, and transit along Auburn Way North PROJECT PHASE COST ESTIMATE Planning &Engineering/ $ 2,300,000 Design Right of Way $1,800,000* Construction $ 4,100,000 Total $ 8,200,000 costs assume no relncation Is renuire and M Street NE/Harvey Rd. This route is part of the City's designated bike route network (as shown in Map 2 - Bike Network) and is a critical connection to Downtown Auburn and regional transit and bike facilities. This project will improve the roadway to provide comfortable walking and biking facilities that meet or exceed the City's active transportation level of service standards. The project concept currently includes a center turn lane but whether or not the lane is included in the final project design will depend on detailed design considerations, including right of way needs. NE J �- 8th St NE N Page 7 of 505 CITY OF AUBURN 1 2024 COMPREHENSIVE TRANSPORTATION PLAN I PROJECT SUMMARIES COMP-14 LOTH ST NE IMPROVEMENTS (A ST NW - AUBURN WAY N) Project Origin: 2024 Comprehensive Transportation Plan Primary Needs: Safety, Active Transportation, Mode Shift Description: This project will provide bicycle facilities that meet or exceed City LTS Standards and improve vehicle and pedestrian safety measures on 10th Street NE between A Street NW and Auburn Way North. Improvements include addition of bike lanes, a road -diet to convert two lanes in each direction to one lane in each direction with a center turn lane, removal of stop -control at the intersection of A Street NE, and installation of an enhanced pedestrian crossing. The project provides active transportation facilities that connect housing and commercial areas to frequent transit on Auburn Way North. 10th St NE z N Q w4 W Z N se STNW 15TH ST NE Z Z 1 314TH ST NW Q rii 14THSTNE z 3 - z z zy m < v�i 9q a 0 m LF Z 74 a o aF N 10TH STNW 9T,y u sitiF STH ST NE 3 n � 6TH ST NW � W U z z F 4TH 5T NE PROJECT PHASE COST ESTIMATE Planning & $ g00,000 Engineering/Design Right of Way $ 0 Construction $1,500,000 Total $ 2,300,000 41F— 10th St NE 4 L r^ 8 of 505 CITY OF AUBURN 1 2024 COMPREHENSIVE TRANSPORTATION PLAN I PROJECT SUMMARIES COMP-15 15THSTNW&MST NW ACCESS MANAGEMENT Project Origin: New 2024 CTP Project Primary Need: Vehicle Capacity Description: Intersection delays will be reduced by restricting left turns from southbound M St NW to eastbound 15th St NW during peak travel demand periods. 3 z N 0 Y = Z 15 Z 16TH Sr w 15THT NW p 3 N� z j tt z m Q 15TH ST NE a3 314TH ST NW w K Z Z � Z w 1 V � a F OS AM PM PROJECT g Meets Meets Fails Fails PROJECT PHASE COST ESTIMATE Planning & Engineering/ $10,000 Design Right of Way $ 0 Construction $ 40,000 Tota I 1 $ 50,000 Page 319 of 505 CITY OF AUBURN 1 2024 COMPREHENSIVE TRANSPORTATION PLAN I PROJECT SUMMARIES COMP-16 S 316TH ST & 56TH AVE 'r INTERSECTION IMPROVEMENTS Project Origin: New 2024 CTP Project Primary Need: Vehicle Capacity Description: IIntersection delays will be reduced through the construction of a single -lane roundabout. Concept Drawing I 1 15TH ST N W z z Fill, ,e S 316TH ST w Q a F I�� 3 ��a 0 N V VEHICLE LOS AM PM WITHOUT PROJECT 2024 Existing Meets Meets 2044 Future Meets Fails PROJECT PHASE COST ESTIMATE Planning & Engineering/ $1,100,000 Design Right of Way $125,000 Construction $ 2,000,000 Total 1 $ 3,225,000 Page 320 of 505 CITY OF AUBURN 1 2024 COMPREHENSIVE TRANSPORTATION PLAN I PROJECT SUMMARIES COMP-17 S 316TH ST & 51ST AVE S INTERSECTION IMPROVEMENTS Project Origin: New 2024 CTP Project Primary Need: Vehicle Capacity Description: Intersection delays will be reduced through the replacement of the stop controls with construction of a new traffic signal. This intersection is outside City limits in King County. Coordination with King County will be required to fund and implement this project. Concept Drawing 15TH Sf NW z O z 11 17 V 5 'i. ST r a N Je > e - (s a v F S AM PM ROJECT Meets Fails Meets Fails PROJECT PHASE COST ESTIMATE Planning & Engineering/ $ 700,000 Design n Right of Way $150,000 Construction $1,300,000 Tota I $ 2,150,000 Page 321 of 505 CITY OF AUBURN 1 2024 COMPREHENSIVE TRANSPORTATION PLAN I PROJECT SUMMARIES COMP-18 S 321ST ST & 44TH AVE S/ 46TH PL S INTERSECTION IMPROVEMENTS Project Origin: New 2024 CTP Project Primary Need: Vehicle Capacity Description: Intersection delays will be reduced through the construction of a single -lane roundabout. This intersection is outside City limits in King County. Coordination with King County will be required to fund and implement this project.Temporary mitigation measures to address existing LOS deficiency may require a traffic signal or other improvements until permanent project can be funded. Additional analysis is needed to determine if existing and/or future capacity needs can be met by improving the right-of- way east of 46th Place with roadway facilities instead of, or in addition to this roundabout. :oncept Drawing F LOS AM PM PROJECT g Meets Fails e Fails Fails PROJECT PHASE Planning & Engineering/ Design Right of Way Construction Total 44th -41 _ WWI yl COST ESTIMATE $1,200,000 $ 350,000 $ 2,200,000 $ 3,750,000 Page 322 of 505 CITY OF AUBURN 1 2024 COMPREHENSIVE TRANSPORTATION PLAN I PROJECT SUMMARIES COMP-19 AST NW&3RDSTNW IMPROVEMENTS Project Origin: 2019 Comprehensive Transportation Plan Primary Needs: Vehicle Capacity Description: This project will reduce intersection delays and improve overall vehicle, pedestrian, and bicycle operations through this intersection by re- constructing the south leg of the intersection to be re -aligned such that the split phase operations of the signal can be removed. Modeling indicates that despite this project, the southbound right turn lane queue would have a queue length that exceeds LOS standards. Therefore, additional refinement of this project would be required with, or prior to, implementation. PROJECT PHASE COST ESTIMATE Planning & Engineering/ $1,000,000 Design Right of Way $ 225,000 Construction $1,800,000 Total $ 3,025,000 A 505 CITY OF AUBURN 1 2024 COMPREHENSIVE TRANSPORTATION PLAN I PROJECT SUMMARIES COMP-20 CST NW & 3RD ST NW INTERSECTION IMPROVEMENTS Project Origin: New 2024 CTP Project Primary Need: Vehicle Capacity Description: Intersection delays will be reduced through the addition of a dedicated eastbound left turn lane on 3rd Street NW and modifying the signal operations to allow for protected/ permissive left -turns on all approaches. 3rd Street NW 1 BTH ST NE 3 6THSTNW 2 fCi i D � a 3 2U m 4TH ST NE 167 Z 3RD ST NW C _ z � � D U 2 1ST STrNE a W�MAIN ST '^ - Q E MAIN ST m 3 w IFa O u UIINO STSW h j 2ND ST SE M m 3RD 575W Q Q LOS AM PM PROJECT F g Meets Fails e Meets Fails PROJECT PHASE Planning & Engineering/ Design Right of Way Construction Total COST ESTIMATE $ 700,000 $0 $1,200,000 $1,900,000 Page 324 of 505 CITY OF AUBURN 1 2024 COMPREHENSIVE TRANSPORTATION PLAN I PROJECT SUMMARIES COMP-21 M ST SE BY-PASS RD (M ST SE BY-PASS RD & SE AUBURN - BLACK DIAMOND RD) Project Origin: M Street Grade Separation Pre -Design Report (2009) Primary Needs: Active Transportation/Safety/ System Resiliency Description: This project will provide a new roadway connection between Auburn Black Diamond Road and M Street SE. The i�1N 1111 IIIIIIIII I PROJECT PHASE OPTION A OPTION B Planning & Engineering/Design $ 3,500,000 $ 2,400,000 Right of Way $ 6,250,000 $ 5,000,000 Construction $ 7,500,000 $ 5,200,000 Tota I $17,250,000 $12,600,000 new connection will provide pedestrian, bicycle, and vehicle connectivity that allows by-pass of the at -grade railroad crossing at Black Diamond Road/R Street SE to the grade separated crossing at M Street SE. There are two alternatives for this project that will be considered further with preliminary project design: o M -. . o Option A 1 c •. O E M W � N N Gl m L Vf i 3 Q W i Option A: Maintain the y connection between Auburn o C Black Diamond Road and R Ln Street SE and re -align the CL at -grade railroad crossing. LU V) v Ln I ,a .Y R 41 m 41 � 7 Nt w Q UJ e �^ .I 3 Option B: Disconnect R Street SE from Auburn Black Diamond Road to allow closure of the at -grade crossing. This o project requires coordination IY- and partnership with the Muckleshoot Indian Tribe (MIT) m as the new roadway connection N would be mostly on MIT land. L g s I 67111•", CITY OF AUBURN 1 2024 COMPREHENSIVE TRANSPORTATION PLAN I PROJECT SUMMARIES COMP-22 AUBURN WAY S, M ST SE, 17TH ST SE INTERSECTION IMPROVEMENTS Project Origin: New 2024 CTP Project Primary Need: Vehicle Capacity Description: Intersection delays will be reduced with several improvements including: Add a third eastbound lane on Auburn Way South through the intersection Restrict left turns from eastbound Auburn Way South to northbound M Street SE. Vehicles would utilize 12th Street SE for access to M Street SE from eastbound Auburn Way South. 12TH ST SE I 22 7 HST SE a 2��9R0 uHi � aO S w AUBURN wq ys 21STSTSE z LOS PROJECT F AM PM g Fails Fails e Fails Fails F PHASE COST ESTIMATE Engineering/ $700,000 y $300,000 n $1,300,000 1 $ 2,300,000 Restrict left turns from westbound Auburn Way South on the west intersection leg with curbing/median. Access to businesses on the south side of Auburn Way South would be made via a u-turn at the signalized intersection of 12th Street SE/Auburn Way South. Left turns from southbound M Street SE to eastbound Auburn Way South would be allowed from the far west lane, creating three lanes available for this movement. Eastbound 17th Street SE to eastbound Auburn Way South would be opened where it is currently blocked. Northbound movements from M Street SE to Auburn Way South would be restricted and M Street SE would not provide connectivity between 21st Street SE and Auburn Way South. Mark east crossing of Auburn Way South with a new crosswalk Improvements on Auburn Way South will be subject to WSDOT complete streets requirements and will require coordination and approval from WSDOT. Page 326 of 505 CITY OF AUBURN 1 2024 COMPREHENSIVE TRANSPORTATION PLAN I PROJECT SUMMARIES �11 r 'l 9�� d T � Ci � J► A.— 16 ` r% Q Page 327 of 505 CITY OF AUBURN 1 2024 COMPREHENSIVE TRANSPORTATION PLAN I PROJECT SUMMARIES COMP-23 M ST SE & 12TH ST SE INTERSECTION IMPROVEMENTS Project Origin: 2024 CTP Project (Modified from Previous Comp. Plan) Primary Need: Vehicle Capacity, Active Transportation Description: This project will reduce intersection delays with a new traffic signal. The project will also construct a separated trail along the east side of M Street SE between 12th Street SE and 8th Street SE to address active transportation level of service requirements. 3S IS W VEHICLE LOS AM PM WITHOUT PROJECT 2024 Existing Fails Fails 2044 Future Fails Fails PROJECT PHASE COST ESTIMATE Planning & Engineering/ $1,200,000 Design Right of Way $1,350,000 Construction $ 2,100,000 Tota 1 $ 4,650,000 JAL- 1 _T fir' • - sa S w SLY �M 3S IS IN _ - - - - - - — - - �, ' Y g PageQ of 505 CITY OF AUBURN 1 2024 COMPREHENSIVE TRANSPORTATION PLAN I PROJECT SUMMARIES COMP-24 M ST SE & 29TH ST SE INTERSECTION IMPROVEMENTS Project Origin: R St SE Corridor Study (2020) Primary Needs: Active Transportation/Safety/ Vehicle Capacity Description: This project will reduce vehicle delays, improve operations and safety, and provide improved access for bikes and pedestrians through the intersection through construction of a single lane roundabout to replace the current all -way stop control. yo �9 �O w 29TH ST SE �P �Q W Q I � C � 0 PROJECT PHASE COST ESTIMATE Planning & Engineering/ $ 900,000 Design Right of Way 1 $125,000 Construction $1,900,000 Total 1 $ 2,925,000 505 CITY OF AUBURN 1 2024 COMPREHENSIVE TRANSPORTATION PLAN I PROJECT SUMMARIES COMP-25 A ST SE CORRIDOR IMPROVEMENTS (37TH ST SE - WHITE RIVER BRIDGE) Project Origin: BNSF Railway and A Street SE Crossing Study (2015), 2024 CTP Project Primary Needs: Vehicle LOS/Mode Shift/Active Transportation/Safety Description: This project will reduce intersection delays at the intersections of C St SW & Ellingson Rd/41st St SE, A St SE & Ellingson Rd/41st St SE, and at SE & 44th St SE (private road). The project will provide active transportation facilities that support mode shift and improved vehicle and active transportation safety. The improvements would likely be implemented with multiple projects implemented over time as funding is available. 37TH ST SE z5 Q 415T STSE / p0 0 0 PROJECT PHASE COST ESTIMATE Planning & Engineering/Design $ 2,940,000 a Right of Way $1,750,000 M t a Construction $15,250,000 Phase 1 Total $19,940,000 Planning & Engineering/Design $ 600,000 (D Right of Way $ 225,000 tA t a Construction $1,200,000 Phase 2 Total $ 2,025,000 Project Total $ 21,965,000 Key project improvements and potential sequencing/phasing are: Phase 1 (BNSF Railway and A Street SE Crossing) a New intersection with traffic signal and pedestrian and bike trail crossing on A Street SE just north of White River Bridge. White River Estates, and commercial properties along the east side of A Street SE between 41st Street SE and the new intersection will utilize this intersection for full access. Construction of a pedestrian/bike tunnel under the BNSF Railway tracks that provides connectivity between the west side of A Street SE and Skinner Road. Extension of the separated trail on Skinner Road to connect to the tunnel crossing Improvements between the White River Trail and the new intersection at the north end of the White River Bridge on the east side of Street SE to created separated/buffered trail connection. Phase 2 (Access Management & A Street SE Intersection Improvements at 41st Street SE and 37th Street SE) W Space for vehicle u-turns for both directions on A Street SE will be provided at all signalized intersections and medians will be installed to restrict left turns in/out of adjacent driveways and 44th Street SE. 0 A second left turn lane from northbound A Street SE to westbound Ellingson Road/41st Street SE will be added. ® A second dedicated right turn lane from eastbound Ellingson Road/41st Street SE will be added and there will be a separated dedicated eastbound through lane. Smart signage will be installed on Ellingson Road/41st Street SE to allow two westbound movements through the intersection of C Street SW during some times and one westbound through and one right turn only (to northbound C Street SW) during other times. Re -build sidewalks on Ellingson Road/41st Street SE between C Street SW and A Street SE to provide maximum width possible as constrained by the BNSF bridge and mark the crosswalk/replace curb ramps on south leg of intersection p ofA Street SE and Ellingson Road/41st Street@9e 330 of 505 CITY OF AUBURN 1 2024 COMPREHENSIVE TRANSPORTATION PLAN I PROJECT SUMMARIES ' ' I Skinner Rd ♦ ♦ ♦ Skinner Rd I I ♦♦♦♦ I I ♦♦♦♦♦ I 1 ♦♦♦♦ I 1 ♦♦♦ Iso I I ♦♦♦ loo ♦ ♦ ♦ ♦ } e `I 9F �..' 4 i a t zoo w_ t n5�se_ Page 331 of 505 CITY OF AUBURN 1 2024 COMPREHENSIVE TRANSPORTATION PLAN I PROJECT SUMMARIES -------------------------- =--------------------------------------7 1 . 1 - 1 _ 1 _ 1 9� 1 - � 1 1 1 1 1 y 1 09 ! 1 ,I 1 1 1 - � 1 1 ----------------------------------------------------------------� Page 332 of 505 CITY OF AUBURN 1 2024 COMPREHENSIVE TRANSPORTATION PLAN I PROJECT SUMMARIES COMP-26 A ST SE & 12TH ST SE INTERSECTION IMPROVEMENTS Project Origin: New 2024 CTP Project Primary Need: Vehicle Capacity Description: Intersection delays will be reduced through the replacement of the stop control with construction of anew traffic signal. 8TH ST SE 8TH ST SW 164 9L A 26 9� N v3i W 12TH ST SE v�9� 3 H 15TH ST SW V F 3 a LL 17TH ST SE O uQ Q F LOS AM PM PROJECT g Meets Meets e Fails Fails PROJECT PHASE COST ESTIMATE Planning & Engineering/ $ 500,000 Design n Right of Way $ 25,000 Construction $ 900,000 Total $1,425,000 N Page 333 of 505 CITY OF AUBURN 1 2024 COMPREHENSIVE TRANSPORTATION PLAN I PROJECT SUMMARIES COMP-27 A ST SE & 21ST ST SE INTERSECTION IMPROVEMENTS Project Origin: New 2024 CTP Project Primary Need: Vehicle Capacity Description: Intersection delays will be reduced through the replacement of the stop control with construction of a new traffic signal. Improvements may also include widening for a northbound u-turn to support access management along the corridor. m �1 3 rM Mmk!01 LOS AM PM PROJECT F g Meets Meets e Fails Fails PROJECT PHASE I COST ESTIMATE Planning & Engineering/ $ 600,000 Design Right of Way $125,000 Construction $1,200,000 Total 1 $1,925,000 Page 334 of 505 CITY OF AUBURN 1 2024 COMPREHENSIVE TRANSPORTATION PLAN I PROJECT SUMMARIES COMP-28 LAKELAND HILLS WAY SE & ORAVETZ RD SE CORRIDOR INTERSECTION IMPROVEMENTS Project Origin: New 2024 CTP Project Primary Need: Vehicle Capacity Description: Intersection delays will be reduced through the replacement of the stop control with construction of anew traffic signal. �o o a I sF �p �J LOS AM PM PROJECT F g Fails Meets e Fails Meets F PHASE COST ESTIMATE Engineering/ $900,000 y $10,000 n $1,700,000 1 $ 2,610,000 �v � Page 335 of 505 PROJECT SUMMARIES APPENDIX I A I B I C I DI E LIST OF BIKE IMPROVEMENTS TO ENCOURAGE MODE SHIFT Existing and proposed bike facilities are mapped at https://auburn.maps.arcgis.com/apes/instant/sidebar/index. html?a ppid=Od4f2a3eee6d4a54bb284c3d09142b62 MINIMUM FACILITY Lakeland Hills Way Lake Tapps Parkway 69th Street SE Class III Bikeway Class II Bikeway Sign bike trail through Sunset Park. I St NE 45th St NE 42nd Pl. NE Class III Bikeway Class I Bikeway Build trail on East side, RRFB at trail crossing. I St NE 42nd PL. NE 37th St NE Class III Bikeway Class 11 Bikeway Change network class to auxiliary. Build out bike lanes. C St NE 42nd St NE 30th St NE Class III Bikeway Class II Bikeway North of 37th, remove TWFTL add bike lanes; south of 37th re -build pavement, add bike lanes. 37th St NE I St NE AWN Class III Bikeway Class III Bikewayw/ Re -stripe to include bike lanes and Pavement Marking remove parking on north side. 37th St NE/NW AWN Between Emerald Class III Bikeway Class I Bikeway Build separated trail on north side, re -strip Downs Dr & I to narrow lanes to 11 to 12 feet wide. Remove bike network designation, AWN 37th St NE 35th St NE Class III Bikeway Class II Bikeway remove bike lane designation on 3Sth between AWN and I Street. 8th St NE Harvey Rd NE R St NE Class III Bikeway Class II Bikeway Re-channelize to include bike lanes. Potential widening at some locations. 8th St NE R St NE 8th St Bridge Class III Bikeway Class I Bikeway Construct separated trail along side of roadway. Widen bridge or construct adjacent 8th St Bridge Class III Bikeway Class I Bikeway active transportation bridge. Construction separated trail. SE 320th St 8th St Bridge 104th Ave SE Class III Bikeway Class I Bikeway Re-channelize and widen to provide separated trail. Lea Hill Rd SE 104th Ave SE 112th Ave SE Class III Bikeway Class I Bikeway Trail along east side of road, bike lane along west side of road - See Lea Hill Corridor Study. SE 312th St 112th Ave SE 116th Ave SE Class III Bikeway Class I Bikeway Trail along east side of road, bike lane along west side of road - See Lea Hill Corridor Study. SE 312th St 116th Ave SE 124th Ave SE Class III Bikeway Class II Bikeway Re-Channelize and Widen to Provide bike lanes. 124th Ave SE SE 284th St SE 288th St Class III Bikeway Class II Bikeway Widen to Minor Arterial Standards w/bike lanes. 124th Ave SE SE 304th St SE 307th PI Class III Bikeway Class II Bikeway Widen to Minor Arterial Standards w/bike lanes. R St NE 8th St NE E Main St Class III Bikeway Class II Bikeway Re -Stripe to include bike lanes. (Continued on next page) Page 336 of 505 PAGE 146 2024 COMPREHENSIVE TRANSPORTATION PLAN CITY OF AUBURN STPEET FIROM TO EXISTING FACILITY MINIMUM FACILITY IREQUIPEDTO MEET APPIROACH 4th St NE AWN H St NE Class III Bikeway Class III Bikewayw/ Add bike lanes. Pavement Marking 4th St NE H St NE J St NE Class III Bikeway Class II Bikeway Add bike lanes. 4th St NE J St NE M St NE Class III Bikeway Class III Bikewayw/ Pavement Marking Add bike lanes. E Main St E St NE Pike St SE Class III Bikewayw/ Class II Bikeway Bulb-outs/traffic calming/speed reduction Pavement to 25mph/sharrows signage (R to D). 4th St SE F St SE M St SE Class III Bikeway Class III Bikewayw/ Install sharrows/signage. Pavement Marking Class III Bikewayw/ 12th St SE J St SE L St SE Class III Bikeway Pavement Marking Bikes lanes on 12th from AWN to M Street SE. 15th St SW C St SE Perimeter Rd Class II Bikeway (Both Sides) Class I Bikeway Construct separated trail along south side. 15th St SE Perimeter Rd Interurban Trail Class III Bikeway Class I Bikeway Construct separated trail along south side. 17th St SE B St SE F St SE Class II Bikeway Class I Bikeway Bulb-outs/traffic calming/speed reduction (Both Sides) to 30mph/sharrows signage (R to D). 21st St SE F St SE R St SE Class II Bikeway Class I Bikeway Bulb-outs/traffic calming/speed reduction (Both Sides) to 30mph/sharrows signage (R to D). R St SE 21st St SE Between 22nd Class II Bikeway Class I Bikeway Separated trail along east side of roadway. CP2116. St SE & 23rd St S (Both Sides) 37th St SE A St SE M St SE Class III Bikeway Class III Bikewayw/ Pavement Marking Re -stripe to include bike lanes. A St SE 41st St SE 44th St SE Class III Bikeway Class II Bikeway Separated trail along east side of roadway. A St SE 44th St SE COA Boundary Class III Bikeway Class II Bikeway w/Buffer Separated trail along east side of roadway. South of A St SE COA Boundary Lakeland Hills Class III Bikeway Class I Bikeway Separated trail along east side of roadway. CP2331. Way SE Lakeland Hills Way A St SE Oravetz PI SE Class III Bikeway Class II Bikeway Re -stripe to include bike lanes. R St SE Between 25th White River Class II Bikeway Class I Bikeway Separated trail along east side of roadway. CP2116. St SE & 26th Bridge (Both Sides) Lakeland Lake Tapps Between Lake Class III Bikeway Class III Bikewayw/ Install sharrows/signage. Hills Way Parkway Tapps & 15th St pavement Marking Lake Tapps Lakeland Hills Just east of Class III Bikeway Class Bikeway Construct separated trail along Pkwy SE Way SE Lakeland Hills north side of roadway. Page 337 of 505 PAGE 147 PROJECT SUMMARIES APPENDIX JAIBICI DI E This page left intentionally blank Page 338 of 505 PAGE 148 2024 COMPREHENSIVE TRANSPORTATION PLAN APPENDIX C Plan Checklists IN THIS APPENDIX GMA Requirements Checklist PSRC Requirements Checklist T PLAN CHECKLISTS APPENDIX JAI BICIDI E GMA REQUIREMENTS CHECKLIST To comply with the Growth Management Act requirements, the Comprehensive Transportation Plan will include the following elements: 1. An inventory of air, water, and ground transportation Chapter 2 facilities and services, including transit alignments, state- Appendix A owned transportation facilities, and general aviation airports. 2. Adopted multimodal levels of service (LOS) standards for Chapter 2 all arterials, transit routes and highways. 3. Identification of specific actions to bring locally -owned Chapter 2 transportation facilities and services to established Appendix B multimodal LOS. 4. A forecast of traffic for at least 10 years including land use Chapter 2 assumptions used in estimating travel. S. A projection of state and local system needs to meet Chapter 2 current and future demand. Appendix B 6. A pedestrian and bicycle component to include Chapter 2, Section 2.3 collaborative efforts to identify and designate planned improvements for pedestrian and bicycle facilities and corridors that address and encourage enhanced community access and promote healthy lifestyles. 7. A description of any existing and planned transportation Chapter 4, Goal 8 demand management (TDM) strategies, such as HOV lanes or subsidy programs, parking policies, etc. 8. An analysis of future funding capability to judge needs Chapter 6, Section 6.1 against probable funding resources. 9. A multi -year financing plan based on needs identified in Chapter 6, Section 6.1 the comprehensive plan, the appropriate parts of which serve as the basis for the 6-year street, road or transit program. 10. If probable funding falls short of meeting identified needs: Chapter 6, Section 6.4 a discussion of how additional funds will be raised, or how land use assumptions will be reassessed to ensure that LOS standards will be met. (Continued on next page) Page 340 of 505 PAGE 150 2024 COMPREHENSIVE TRANSPORTATION PLAN CITY OF AUBURN 11. A description of intergovernmental coordination Chapter 1, Section 1.5 efforts, including an assessment of the impacts of the transportation plan and land use assumptions on the transportation systems of adjacent jurisdictions and how it is consistent with the regional transportation plan. 12. A plan for public participation in the comprehensive Chapter 1, Section 1.3 planning process. Appendix D 13. A plan to monitor how well comprehensive plan policies, Chapter 7 development regulations, and other implementation techniques are achieving the plan's goals and the goals of the GMA. 14. Considerations for preserving property rights with an Chapter 4, Goal 9, PolicyTR9-3 evaluation of regulatory or administrative actions to ensure they do not result in unconstitutional taking of private property. 15. Requirement that local governments permit development Chapter 4, Goal 7 only if adequate multimodal transportation facilities exist, or can be guaranteed to be available within six years, to support new development. The GMA requires each local jurisdiction to identify facility and service needs based on 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. Page 341 of 505 PAGE 151 PLAN CHECKLISTS APPENDIX JAI BICIDI E PSRC REQUIREMENTS CHECKLIST PSRC requires that the plan promotes a sustainable, equitable, affordable, safe, and efficient multimodal transportation system, with specific emphasis on an integrated regional transit network that supports the Regional Growth Strategy and promotes vitality of the economy, environment, and health. Implement the Regional Transportation Plan 1. Promote the development of an efficient, multimodal Chapter 4, Goal 4, PolicyTR4-2 transportation system that supports the Regional Growth Strategy in collaboration with other jurisdictions and agencies (MPP-T-7) 2. Work to develop and operate a safe and convenient system Chapter 4, Goal 5, Policy TR5-1-4 for all users and the movement of freight and goods (MPP-T-11) 3. Reduce the need for new capital improvements through Chapter 4, Goal 8, Policy TR8-3 investments in operations, pricing programs, demand management strategies, and system management activities that improve the efficiency of the current system (RCW 36.70A.070(6)(a)(vi), MPP-T-3) 4. Emphasize transportation investments that provide Chapter 4, Goal 8, Policy TR8-4 alternatives to single occupancy vehicle travel, increase travel options, especially to and within centers, and support compact, pedestrian- and transit -oriented densities and development (MPP-T-12-13, T-15) S. Increase the resilience of the transportation system and Chapter 4, Goal 5, Policy TR5-2-15 support security and emergency management (MPP-T-31) 6. Prepare for changes in transportation technologies and Chapter 4, Goal 10, Policy TR10-15 mobility patterns (MPP-T-33-34) Support the Regional Growth Strategy 7. Focus system improvements to connect centers and Chapter 4, Goal 1, Policy TR1-4 support existing and planned development as allocated by the Regional Growth Strategy (MPP-RC-7-9, T-7-8, T-15) 8. Prioritize multimodal investments in centers and high- Chapter 2, Section 2.4.1 capacity station areas (MPP-RC-7-10, T-12-13,T-19) Chapter 4, Goal 1, 5, and 6, Policies TR1-3 and TRl-4; TR5- 1-1; TR6-3-1 and TR6-3-2 (Continued on next page) Page 342 of 505 PAGE 152 2024 COMPREHENSIVE TRANSPORTATION PLAN CITY OF AUBURN Support the Regional Growth Strategy 9. Promote the design of transportation facilities that support local and regional growth centers and high -capacity transit station areas and fit the community in which they are located (MPP-T-19-21) 10. Support a safe and welcoming environment for walking and bicycling (MPP-DP-15) 11. Include a pedestrian and bicycle component and collaborative efforts to identify planned improvements for pedestrian and bicycle facilities and corridors (RCW 36.70A.070 (6) (a) (vi i)) • Chapter 2, Section 2.4 Chapter 4, Goal 5, Multimodal Accessible Network Policies (Transit) Chapter 4, Goal 6, MMLOS Standards Policies (Transit) Chapter 4, Goal 5 (page 62-66) Chapter 2, Section 2.3 12. Improve local street patterns and design to promote Chapter 4, Goal 5 walking and biking (MPP-T-16-17) 13. Support alternatives to driving alone, including walking, biking, and transit use, through design of local streets, land use development tools, and other practices (MPP-T-16-18) Support People 14. Identify racial and social equity as a core objective when planning and implementing transportation improvements, programs, and services (MPP-T-9) 15. Ensure mobility choices for people with special needs (MPP-T-10) Support the Economy 16. Recognize the critical role of safe, reliable, and efficient movement of people and goods (MPP-Ec-6,T-1, T-23) 17. Identify and support key facilities and improvements that connect the region to major transportation hubs such as ports, airports, and designated freight routes (MPP-T-24-25) • Chapter 4, Goal 8, Policy TR8-4 Chapter 4, Goal 2 Chapter 4, Goal 2 Chapter 4, Goal 5, Policy TR5-1-4 Appendix A 18. Promote coordination with providers of major regional Chapter 4, Goal 5, Multimodal infrastructure, such as freight rail and commercial aviation Accessible Network Policies (MPP-Ec-4-5, T-27-28) and Supporting Actions (Freight, Air Transportation) (Continued on next page) Page 343 of 505 PAGE 153 PLAN CHECKLISTS APPENDIX JAI BICIDI E Protect the Environment 19. Promote clean transportation programs and facilities, Chapter 4, Goal 4, Policy TR4-2 including actions to reduce air pollution and greenhouse gas emissions from transportation (MPP-CC-3, CC-12, T-29- 30) 20. Reduce stormwater pollution from transportation facilities Chapter 4, Goal 4, Policy TR4-3 and improve fish passage (MPP-T-32) 21. Incorporate environmental factors into transportation Chapter 4, Goal 4, Supporting Actions decision -making, including attention to human health and safety (MPP-DP-44, T-4-5, T-29-32) Provide Facilities inventories and identify Service Needs 22. Include mapped inventories for each element of the Appendix A transportation system, including roadways, transit, cycling, walking, freight, airports, and ferries (RCW 36.70A.070, RCW 36.70A.108, MPP-T-7,T-15-17) 23. Include state facilities and reflect related (regional/ Chapter 2, Section 2.2 state) level -of -service standards (RCW 36.70A.070, RCW 36.70A.108) 24. Develop a comprehensive concurrency program that Chapter 4, Goal 7 addresses level -of -service standards for multimodal types of transportation and include implementation strategies (RCW 36.70A.070, RCW 36.70A.108, MPP-DP-52-54) 25. Provide travel demand forecasts and identify state and Chapter 2, Section 2.2.8 local system projects, programs, and management necessary to meet current and future demands and to improve safety and human health (RCW 36.70A.070, MPP-T-4-5) 26. Identify maintenance and system preservation projects Chapter 4, Goal 10 and programs necessary to maintain the ability of the Chapter 6 transportation system to provide safe, efficient, and reliable movement of people, goods, and services (RCW 36.70A.070, MPP-T-1-2, T-4) (Continued on next page) Page 344 of 505 PAGE 154 2024 COMPREHENSIVE TRANSPORTATION PLAN CITY OF AUBURN Finance Transportation Investments 27. Identify stable and predictable funding sources for Chapter 6, Section 6.3 maintaining and preserving existing transportation facilities and services (MPP-RC-11-12, T-6) 28. Pursue alternative transportation financing methods, such Chapter 6, Section 6.5 as user fees, tolls, and other pricing mechanisms (MPP-T-6) 29. Include a 20-year financing plan, as well as an analysis Chapter 6, Section 6.1 of funding capability for all transportation modes (RCW 36.70A.070(3), RCW 36.70A.070(6)(a)(iv), WAC 365-196-415, WAC 365-196-430, MPP-RC-11-12, T-6, T-15) 30. Include a reassessment strategy to address the event of a Chapter 6, Section 6.4 funding shortfall (RCW 36.70A.070(3), RCW 36.70A.070(6) (a)(iv), WAC 365-196-415, WAC 365-196-430, MPP-RC-11- 12,T-6) Address Land Uses Adjacent to Airports 31. Airport -adjacent communities: Identify and address Chapter 2, Section 2.5 any airports within or adjacent to the jurisdiction (RCW 36.70.547, 36.70A.070(6)(a)(iii)(A), MPP-DP-48) 32. Describe existing and planned uses near the airport, Existing and planned uses are as well as policies and regulations that discourage not described. However, Chapter incompatible uses (RCW 36.70.547, 36.70A.070(6)(a)(iii)(A), 4, Goal 5, lists an action under MPP-DP-48) Actions to Support Multimodal Accessible Network Goal and Policies (Air Transportation) that calls the agency to do so 33. Promote coordinated planning and effective management Chapter 4, Goal 5, Multimodal to optimize the region's aviation system in a manner Accessible Network Policies that minimizes health, air quality, and noise impacts (Air Transportation) to communities, including historically marginalized communities (MPP-T-28) Page 345 of 505 PAGE 155 � I � J a. MA WN rqr&lpl%- GrAW". .R 2024 COMPREHENSIVE TRANSPORTATION PLAN CITY OF AUBURN APPENDIX D Outrea �1 IN THIS APPENDIX Public Outreach OUTREACH APPENDIX IAI B ICIDI E PUBLIC OUTREACH For the 2024 update to the Comprehensive Transportation Plan (Plan), City staff engaged with the public in different ways, with the intent to encourage participation and receive input from the public to ensure that the needs of the community are addressed in the planning process. Plan Webpage A webpage was created with key information regarding the plan, and with a location specific survey where people could show on a map the type of concern they have, as well as three questions to help guide our planning process. The survey questions were translated into the four most used languages in Auburn, after English, which are, as of 2023, Spanish, Ukrainian, Russian, and Tagalog. Figure 15. Plan Website Homepage Visit the Comprehensive Transportation Plan Website Page 348 of 505 PAGE 158 2024 COMPREHENSIVE TRANSPORTATION PLAN CITY OF AUBURN Figure 16.Online Survey - Location Specific Feedback Public input: We want to hear from you throughout this process, to understand your needs and ideas for Auburn's transportation systems. Click on the map to drop a pin for the comment* Please only click inside the box showing the Auburn City Llmits. Only locations in Auburn will be considered. Haga clic on el mapa para mlocar un marcador para el comentario. Haga clic unicamente en el recuadro que muestra los limites de la Ciudad de Auburn. Solo se consideraran as ubicaciones dentro de Auburn. KnaL&HlTb Ma Kapti, u106 nOCTa BMTM MITKy An51 KOMeHTal Kn a l{a VITe nun We a nOnl, L{O p IO3Ta WOBaHe a MewaX mi= Auburn City. YpaX06y6aTMMyTbCB TinhKN 3oHM s Auburn. I){PlIKHNT2 KapTY, 4To6hi no R3BHTb METKy,gnn KOMMEHTBPMB. MaAKake TOPhKO B none, rraxoA5;Luemca a npegenax ropoga Auburn City. 6ygyT y4VTb1naTbca TonbKO ao— n Auburn. 1-click ang map upang maglagay ng pin pars sa mga komento. Pindutin lamang sa loob ng box na nagpapakita ng mga Limitasyon sa Lungsod ng Auburn. Ang mga lugar sa Auburn lamang ang lsasaalang-alang. Find address or place Q .cvingtcn Lake Moo - _ Berrydaie Federal Way A5 Avhurn Black P © 9b rnW o �- tireenHv�- tl s t t ucklesh OPY -- - ------ -- Prairie Edgewaod i Earl, NASA, PlGA, USGS King County, WA State Parks GIS, Esn, T—Tom, Garmin, San--- Powered by Esri V Which categoryfits best? ZQue categoria se adapta mejor? 5IKa Kareropin nil HaAKpauAe? KaKaa Kareropkta n0Ax0AHT ny4we ecero? Aling kategorya ang pinakaangkop?* Please provide more details for your comment on the map: Si— proporc —, mAa doWlea pars Ku wmentauo wbre d maps: HaAaAie 6inbwe IHtpopMa Mri ukoAo c"fo KOMCHTapW Ha KapTi: npmocToebTe 6ori 4 C NtKbopMa LLMM Ann coocro KOMMemopMA Ha Kapre: Mengyarrng megbigey ng bigit pang mga detelye pare Ke iyong kem.nto se map: PAGE 159 Page 349 of 505 OUTREACH APPENDIX JAI BICIDI EI Public Comments from the Website/Online Survey Comments collected through the plan website/online survey are summarized in the table below: QUESTION 1. Do you have any suggestions on how we can encourage more people to walk, ride a bike, or take a bus instead of driving a car? RESPONDENT #1 1 think the best thing to do is to expand the bicycle route network. The current network of bike lanes and trails do not take people to where they want to go. The best way to get people out of their cars is to make cycling an attractive option, and making dedicated space for them will allow for that. Ideally, bike lanes should be protected bike lanes; cyclists are not going to feel safe if there is nothing physically protecting them from being run over by cars! In terms of walking, many sidewalks are currently too narrow and/or do not provide enough protection from cars. We could also benefit from more protected pedestrian/ bicycle crossings (e.g., HAWK signals). Also consider making some streets (perhaps downtown) pedestrian -only; taking cars off of a street makes it a much more attractive place for people to gather and shop. For buses, increasing service frequencies and expanding service hours (e.g., adding off-peak service to the 497) is a good way to attract more riders. RESPONDENT #2 safety. safety. safety. Nonexistent or disconnected infrastructure makes pedestrians and bicyclists feel unsafe. Aggressive inattentive drivers are everywhere and street widths are designed for freeway speeds. My elementary school children are threatened by drivers and nearly run over by right and left turning drivers daily. No amount of victim blaming will fix that. Intersections near schools need pedestrian first design principles like raised crosswalks and intersections and narrow streets to force drivers to slow. RESPONDENT #3 You need a mix of advertising options and upkeep for what you have. Moved down here going on 2 years and there are places that are not safe to walk due to crime, etc. Other places like between Les Groves and M tend to have lots of debris piled up. (For example under the overpass there's large piles of dirt and grass growing and it's clear there's very poor drainage and upkeep in the area). Businesses downtown occasionally block sidewalks with signage etc., making it difficult for strollers or mobility issues. Overall need a mix of upkeep so people can utilize/ access them and then making sure you are giving them places to go. (Continued on next page) Page 350 of 505 PAGE 160 2024 COMPREHENSIVE TRANSPORTATION PLAN CITY OF AUBURN QUESTION 2. Do you have any suggestions on how we make sure we are providing transportation facilities in an equitable way and that we are considering the needs of the entire community, including typically underserved and disadvantaged groups? 3. Do you have suggestions on how we should prioritize limited funding for the wide range of transportation needs throughout the City? 4. Do you have any other comments about transportation in Auburn? RESPONDENT #1 Expanding pedestrian, bicycle, and transit infrastructure to serve everyone's destinations is the best way to provide equitable transportation. Cars are expensive to purchase and maintain; living without one should be a feasible option. 1 think non -motorized projects should be prioritized over most projects that serve private cars. It's cheaper to add new bike lanes than it is to add new car lanes. And if we can get enough people out of their cars, we won't even need to expand road capacity.! RESPONDENT #2 Expanding pedestrian, bicycle, and transit infrastructure to serve everyone's destinations is the best way to provide equitable transportation. Cars are expensive to purchase and maintain; living without one should be a feasible option. All road repaving effort must add infrastructure for unrepresented road users like bicycles. Per a comprehensive plan for a connected network. Change zoning to create 75 minute neighborhoods. All road repaving effort must add infrastructure for unrepresented road users like bicycles. Per a comprehensive plan for a connected network. Change zoning to create 75 minute neighborhoods. RESPONDENT #3 More education on existing options, maybe a more consistent booth at the farmers market and/or articles in the paper and making it clear where to flag needs or provide suggestions. Community Facebook groups in the area (and Nextdoor) seem fairly active so a social media education campaign could help spread the word more than just an add in the Auburn reporter (which by the way was misleading ad. 1 thought it was for city wide feedback but all these questions are transportation specific). PAGE 161 Page 351 of 505 OUTREACH APPENDIX JAI BICIDI EI This page left intentionally blank Page 352 of 505 PAGE 162 2024 COMPREHENSIVE TRANSPORTATION PLAN CITY OF AUBURN • Active Transportation (Non -motorized, Walking or Biking) • General Traffic Issues • Safety COMMENT CATEGORY PIN/LOCATION Perhaps a traffic light at A St SE & 21st St SE? This A St SE & 21st St seems like a fairly busy intersection and I see a lot • SE of people making somewhat dangerous turns. Southbound C Street SW can get very congested at Ellingson Road during peak hours. Maybe consider C St SE & adding an additional Southbound left turn lane. Though, • Ellingson Rd due to capacity constraints, this may require careful coordination of the C Street and A Street signals. Consider bike lanes on Evergreen Way SE! The road lanes are too narrow to fit a bike and car simultaneously, and the Evergreen Way sidewalk is too narrow to comfortably fit a bike and pedestrian • SE simultaneously. I used to bike on this road frequently as part of my commute to school, and this caused problems for me. On Kersey Way SE between Stuck River Dr and SOth St SE, there is a mismatch between the design speed of the road and the posted speed limit. Most of the vehicles on the road travel significantly faster than the posted speed limit of3S mph, because the geometry and environment • Kersey Way SE of the road puts the comfortable driving speed much higher. This should be fixed by either raising the speed limit to reflect the actual speed of traffic, or by adding traffic calming measures to make drivers slow down. The portion of Kersey Way SE between 50th St SE and the White River currently lacks non -motorized access. There should be a path for pedestrians and cyclists • Kersey Way SE running parallel to this road on its west side. As someone who lives near 50th St, this would make it much more convenient for me to bike to school or downtown. The sidewalks are poor quality and in some places overgrown. Makes it difficult for anyone handicapper, strollers etc. to get around. There are several elderly residents on this road so would be nice to see some L St SE between meaningful repair work done, not some more griding • E Main St & 2nd that literally did nothing to improve conditions. The street St SE was skipped over for paving as part of the larger paving project in the area, which made sense but the sidewalks are a big miss for the area and promoting walkability. Page 353 of 505 PAGE 163 OUTREACH APPENDIX JAI BICIDI EI • Active Transportation (Non -motorized, Walking or Biking) • General Traffic Issues • Safety COMMENT CATEGORY PIN/LOCATION Everyday I cross this intersection; everyday drivers fail to yield to pedestrians. Particularly drivers waiting to turn left ignore children AND adults in the crosswalks. Drivers even do this with the crossing guard waiving their flag! Several changes would make this intersection safer. Time the light to treat pedestrians Lakeland Hills with respect. Give us the time to cross the street without fear of • Way SE & drivers by keeping all lights red and making right turn on red Evergreen Way illegal and left turn only on green arrow. For human behavior SE it seems best to make this 24 hour policy instead of only before and after school hours. That would be a big improvement without much expense. What is really appropriate for a pedestrian area like this is a traffic circle with raised crosswalks to return the right-of-way to pedestrian and bicycle modes. Because of high volumes of vehicular and pedestrian Lakeland Hills traffic, it maybe wise to consider prohibiting right O Way SE & Lake turns on red at the Lake Tapps Pkwy/Lakeland Tapps Pkway E Hills Way intersection to improve safety. The all -way stop at 29th St SE and M St SE can sometimes get congested or confusing. Maybe consider M St SE & 29th installing a roundabout instead, to improve safety O St SE and traffic flow. I'm no traffic engineer, but traffic patterns seem to be well -suited for a roundabout. Maybe replace the all -way stop at 37th St SE and M St SE with a roundabout. Most people are making the some M St SE & 37th turn; right onto westbound 37th, or left onto northbound • St SE M. A roundabout would allow both of these movements to occur simultaneously without everyone having to stop. The intersection of Sumner-Tapps Hwy E and 16th St E seems like a good place for a roundabout. From what Sumner 1 can tell, the traffic patterns here are more sporadic, • Tapps Hwy E making it a good fit for a roundabout to improve & 16th St E traffic flow and safety. Though, 1 understand that this intersection probably isn't a high priority for the city. Page 354 of 505 PAGE 164 2024 COMPREHENSIVE TRANSPORTATION PLAN CITY OF AUBURN Comprehensive Plan Open House Organized by the Community Development Department, this event was intended to inform the community about the update to the City's Comprehensive Plan, on April 25, 2023 from 4 pm to 7 pm, at Washington Elementary School. Transportation Staff was present to share information and engage with attendees on the Comprehensive Transportation Plan, which is the Transportation Element of the Comprehensive Plan. Figure 17. Open House Photos Imagine Auburn ComprehensiveTan 204 TM1e iofA.mbarMing°nita dcPl periodic uptlate — of thiM1e Comprehensive an What is a Comprehensive Plan? -Imagine Auburn- requiretlto be adopted in 2024. Grouts The Cit tAubu- CompreM1ensive Plan uptlate will yo provt—tyne .nt Achewashingtonr 36 Management Act nh CM1apter3fi.J0A RCW,cities antl countiesin Washingtanare 1.Ition antl th I—liap furling fhr twenty years.lt outlines whatthe community wants to look like -hine,-tof[M1.—nit Pl ftl- towards 2044, requiretl toatlopt antlperiotlic y uptlate their comprehensive plans every8 years. Th. antl how tomake tM1atcollect p,..iana re alitpt Plan also addresses regional grorv[h requirements provitletl by Puget Sound Regional Council. with all titles in King, Pierce, Snohomish, and Igtaap cpungea ripe in 2024. Why is 20-year planning important? This is a "Comprehensive" Plan, meaning it is witle ranging antl inclusive, —Sid erin9amultitutle of topics.elements community input. data antl history. Ull1rn ryoul ill° I or play in Auburn.now isyour time to 9iveyour input. Ultimately,youwill- shape the galsofiM1eplanwhicM1willtranslatet° 1+u lu:lYr.AlfFlll[k policies to reacM1 those goals. 9y M1aving a plan In place, it provitles a guideline to ,su --land use, housing, transportation, utilities. antl climate anion -'- apeakvpa�b�m.orglmmprenensrve plan n tlecisios reflect the recognized vision for the community, as iCehlfleC though A —!,Luring the planning process. A Comprehensive Plan is: • GENERALIZED COMPREHENSIVE LONGRANGE NON -STAGNANT NOTAZONING ORDINANCE Provides general Atltlre—all Pre— along - Should evolve Cty growl° antl to be important updatinq.Auburn ordinance but development. in affecting the has an annual tlirectly lirforms PhysicaI. economic 11 antl social concerns enrd thes land use codes, of the City Ctomprehensive developmem Plan. patterns antl prioritization If chy funtls, S 318TH Si y 5; J � a 53T9THST rIJ O p S 32 TH S n S 32 'S ST PAGE 165 Page 355 of 505 OUTREACH APPENDIX JAI BICIDI EI Other Events Staff hosted a celebration station on Bike Everywhere Day, on the Interurban Trail at the West Main Street entrance to encourage cyclist and active transportation in Auburn, as an alternative to driving, as part of the CTR /TDM work. At the same time, staff took advantage of this event to also engage with cyclists on the plan update and the survey. Staff displayed information at the Kids' Day event on June 23, 2023, to let the community know about the plan, and share information about the survey. Figure 18. Other Outreach Event Photos Kids' Day Staff reserved a booth and engaged with the community at the Auburn Farmer's Market on July 23, 2023, from 10 am to 3 pm. Staff reserved a booth and engaged with the community at the Church of Nazarene, who was hosting a resource fair for families with free backpacks and school supplies in partnership with the Auburn Kiwanis on August 5, 2023, from 11 am to 2 pm. 7r,,., 74,-, k., 1, lyim � n.•i. •,. bow We n P] y.�� General Survey ❑uesEiorr� T•nm c�tavnn in Avnwr. Page 356 of 505 PAGE 166 • -_���'=ram-_ ���� ~ ' OUTREACH APPENDIX JAI BICIDI EI Public Comments from Outreach Events Comments collected at all of our public outreach events are summarized in the table below and categorized by type: © Pedestrian • Bicycle ® Transit • Safety • Parks Open House (April 5, 2023) 1. Dedicated and protected bike lanes needed. It's hard to Comment was Auburn in feel safe if the bike lanes are not protected, as there are A general, not related to one o'to LOT of distracted and bad drivers. specific location. 2. Need street lights, especially brighter LED lights as it's hard Comment referring to neighborhood downtown, to O to see people at night. the west of the BNSF tracks, south of Main St. 3. Is getting an Amtrak service an option for the future? 4. Limited ways to cross the train tracks, which increases Referring the access from the travel time to downtown from downtown west side of the tracks to the core downtown area. S. Need to improve safety and the perception of safety O downtown. 6. Need to better enforce traffic laws and improve bike and O pedestrian visibility at intersections downtown. 7. The 4-way stop byZola's (Main St ID St) lacks compliance and there is a concern about pedestrian safety when O crossing. 8. Bus shelters are not welcoming. We need shelters and seating to encourage riders, and need to address safety at bus stops, such as transient camps and unwanted activity taking place in bus shelters. 9. The interurban trail is not welcoming anymore; there is trash and homeless camps o'to 10. There is lots of trash downtown - garbage bins were removed and people don't have places to throw away O trash, so it's all over the sidewalks. This makes the sidewalk less appealing and less comfortable to walk downtown. 11. Bathrooms are closed in downtown parks. It is not equitable when other parks out of downtown have access O to bathrooms, but not downtown residents and families. (Continued on next page) Page 358 of 505 PAGE 168 2024 COMPREHENSIVE TRANSPORTATION PLAN CITY OF AUBURN • Pedestrian • Bicycle • Transit • Safety • Parks Bike Day (May 19, 2023) 1. The Interurban trail needs to be repaved. O o'to 2. Accessing the Interurban Trail from the grocery Outlet O area is difficult. oho 3. Suggestion to replicate event from Seattle, where 8 miles of Lake Washington Boulevard are closed to traffic on Sundays for bicycles to ride. Something like this would be o'to great in Auburn. 4. Corner radius in ADA compliant facilities should also accommodate bike turning radius, as sharp corners are o'to challenging for bikes 5. Streets need to be bicycle friendly in general. Bike lanes with RPMs, rumble strips, or delineators would make it much more comfortable for cyclists. Solid curb is not ideal, o'to however, as it presents a challenge to get out of the bike lane. 6. Bike lanes need to be cleaned regularly, and also plowed when there is snow. 7. Suggestion to extend the Interurban trail to Tacoma. 8. Auburn needs more protected bike lanes along large or • busy roads. 9. Suggestion to look at Denver's bike network - they are a great model with a good bike network that connects • Denver to any surrounding suburbs. The network is continuous, comfortable, and safe. 10. It would be great to connect the Green River Trail to the • Interurban Trail. (Continued on next page) F— -r—. , PiL— M— PAGE 169 Page 359 of 505 OUTREACH APPENDIX JAI BICIDI EI • Pedestrian • Bicycle • Transit • Safety • Parks Bike Everywhere Day Celebration Station (May 17, 2024) 1. There needs to be a connection between the Interurban • • Trail and the Sumner Link Trail. 2. The trail condition on the Interurban Trail needs Comment is not specific to the portion of the Interurban improvements, particularly the southern portion of the in Auburn, but also pertains • Interurban. to portions of the trail outside ofAuburn 3. The pavement quality of the Interurban Trail is poor, particularly from W Main St to 75th St SW o 0 4. There should be restroom facilities on the Interurban Trail. O o'to S. There needs to be a better bicycle connection between Auburn and Federal Way o'to 6. There needs to be better pedestrian facilities on W Valley O Hwy 7. There is no bus connection between W Valley Hwy and Auburn Station. People who work along W Valley Hwy have to walk to Auburn Station to get the train. 8. There should be water fountains along the Interurban Trail o'to 9. Make sure there are traffic calming features and PPFBs at trail crossings o'to Senior Center Tabling (May 21, 2024) 1. There is a safety concern for pedestrians when walking under Hwy 78; there are many homeless people there O O making it feel unsafe. 2. During the winter, there is often ice near the bus stop by the downtown Safeway. Please make sure that ice is clear O O near bus stops. 3. There is no transit access to Mary Olsen Farm; would like a bus route that goes there. 4. Drivers often don't see pedestrians during blinking yellow O O left turn signals. S. I generally have a good pedestrian experience walking around Auburn in terms of sidewalks and ramps. (Continued on next page) Page 360 of 505 PAGE 170 2024 COMPREHENSIVE TRANSPORTATION PLAN CITY OF AUBURN • Pedestrian • Bicycle • Transit • Safety • Parks Farmer's Market (July 23, 2023) 1. Need easier/more affordable way to get to airport • (SeaTac). 2. Parking garage for Sounder Train gets full early, and it's • difficult to find parking to ride the train, unless arriving very early. There is no alternative parking available. Church of Nazarene One Community Kiwanis Event (August 5, 2023) 1. It is difficult for elderly residents to get around when they • have mobility challenges. 2. Need to improve safety for kids to get to and from schools, • • parks, and around the neighborhood. 3. The Government should not tell people what to do and let Comment related to the • • people chose to drive if that is what they want. question "how to encourage people to walk, bike, and use transit." 4. The City needs to install more roundabouts, and replace • traffic signals with roundabouts. (Continued on next page) Page 361 of 505 PAGE 171 OUTREACH APPENDIX JAI BICIDI EI • Pedestrian • Bicycle • Transit • Safety ® Parks OMS Requests (Comments are Summarized) 1. At the intersection of M St SE & 27st St SE, there are concerns about speeding and We have received 13 requests for this stop sign compliance. Multiple residents intersection: R41232, M St SE & 21st have complained about crashes resulting R41186, R39846, R39650, 11191 in both injuries and property damage. R39529, R39519, R39511, St SE They've also voiced concern about this R39398, R39262, R38041, R37045. R36674, R34364 due to it's proximity to schools. 2. At the intersection of 772th Ave SE and SE 284th St, there have been requests about Ave SE & speeding and a request for a roundabout R399390 • SE 284th SE 2 at this location to help with pedestrian safety concerns. 3. Stop compliance concern at W St NW & WStNW&R39982 • Terrace Dr/S Terrace Dr/S 316th St 316th St 4. Concern about speeding and the left turn 124th Ave SE at 724th Ave SE & SE 284th St. Requests a R40588 & SE 284th St street light at this location. S. Concern about the road condition on 37th St NW between 1 St NE and the Interurban R416S70 37th St NW Trail. Would like the condition of the road improved for bicycles. 6. Concern about pedestrian safety at the intersection of SE 304th St and 116th Ave R42770 SE 304th St & O 116th Ave SE SE. SE 304th 7. Would like sidewalk along SE 304th St R42772 O O St between between 112th Ave SE and 116th Ave SE. 112th Ave SE & 116th Ave SE 8. Concern about safety on Lea Hill Rd Lea Hill Rd between 104th Ave SE and 112th Ave SE. between Requests additional safety features, such R42796 � 104th Ave SE as street lights, turtles, warning signs, etc. and 112th Ave SE 9. Concern about safety at the A WS & SR-78 interchange. Reports that many drivers • wait too long to get into the left turn lanes, R43047 AWS & stopping abruptly in the through lanes Interchange and cutting in front of other drivers. (Continued on next page) Page 362 of 505 PAGE 172 2024 COMPREHENSIVE TRANSPORTATION PLAN CITY OF AUBURN • Pedestrian Bicycl. ® Transit • Safety ® Parks Emails and Other Feedback (Comments are Summarized) 1. When prioritizing bike facility projects, instead of focusing only on feeding into transit and larger trails, the City should • General also look at destinations within the city and how cyclists get to those destinations. 2. A St SE should have bike lanes. • A St SE 3. M St SE should have its bike /one extended • M St SE all the way up to Les Gove. 4. 37th St SE should have a bike lane, to complete a grid of bike lanes to make • 37th St SE biking feasible in south Auburn. S. Would like bike lanes on Auburn Way, • AWN & AWS both North and South. 6. Concerned about the lack of bike lanes on Evergreen Evergreen Way SE between Lakeland Hills o'to SE Way & KerseyWay 7. Concern about speeding and pedestrian safety on crosswalks crossing Evergreen O s Evergreen Way SE Way. 8. Concern about speeding on 27st St SE O 21st St SE east near Shaughnessy Park of Hemlock 9. Would like sidewalk or wider shoulder on S3rd St SE east of Kersey for better O o'to St SE east off east Kersey pedestrian and bicycle access. 10. Would like speed cushions on 22nd St SE 22nd St SE between M St SE and R St SE. Would like Q between M St street to be safe enough for children to SE & R St SE play in. 11. Does not think the R St widening project General R St SE will have any benefit 12. Does not think the R St SE/27st St SE General R St SE & 21st roundabout will have any benefit St SE (Continued on next page) Page 363 of 505 PAGE 173 OUTREACH APPENDIX JAI BICIDI EI • Pedestrian • Bicycle • Transit • Safety O Parks 13. The AWS/17th St SE/M St SE intersection improvements project will create O O AWS/17th St inconveniences for accessing AWS and M SE/M St SE St NE from her neighborhood 14. Would like sidewalk on S 298th/6Sth Ave S/ S292nd, which connects 64th Ave S to W O O S 298th St/65th Ave Valley Hwy. S/S 292nd St 15. Would like to see a speed enforcement camera on AWS at the bottom of the hill AWS northwest of the casino. 16. Would like the White River Trail to connect to the right bank of the White River in White River the Pacific Right Bank Flood Protection o'to Trail Project, crossing A St SE and the BNSF tracks. 17. There is a lack of bicycle crossings across AWS AWS between D St SE and M St SE IStNE 18. There is a lack of bicycle facilities on 1 Sto between NE between 40th St NE and 4Sth St NE 40th St NE & 45th St NE 19. Would like a signalized (RRFB) crossing of • 8th St NE & Pike St N E/ 8th St NE at Pike St NE/Henry St NE Henry St NE 20. A list of locations where signals do not • General detect bicycles was sent to the City. Evergreen 21. Concern about speeding on Evergreen • Way SE near Way SE near Lakeland Hills Elementary. Lakeland Hills Elementary 22. Concern about speeding and possible sight distance issues on Evergreen Way • Evergreen SE, particularly near Stith St SE and Way SE Bennett Ave SE. Page 364 of 505 PAGE 174 2024 COMPREHENSIVE TRANSPORTATION PLAN CITY OF AUBURN All Project Ratings PROJECT/ PROJECT NAME AVERAGE NUMBER OF NOTES COMP# RATING RATINGS N/A (General) 4.00 1 20 C St NW & 3 rd St NW 5.00 1 Intersection Improvements 15 15th St NW & M St NW 4.00 1 Access Management 1 St NE & 37th St NE Intersection 3 Improvements 17 S 316th S & 51st Ave S 4.00 1 Intersection Improvements 6 SE 304th St & 112th Ave SE 5.00 1 Intersection Improvements 7 SE 304th St & 118th Ave SE 3.00 1 Intersection Improvements 26 A St SE & 12th St SE Intersection 4.50 2 Improvements 2 Auburn Way N & 42nd St NE Intersection Improvements 1 Auburn Way N & 45th St NE Intersection Improvements 5 1 St N E& 30th St N E Intersection Improvements 8 SE 304th St & 116th Ave SE Intersection Improvements S 321st St & 44th Ave S/46th PI S 18 Intersection Improvements 27 A St SE & 21st St SE Intersection 4.00 1 Improvements 16 S 316th St & 56th Ave S 3.00 1 Intersection Improvements Lakeland Hills Way SE & 28 Oravetz Rd SE Corridor and Intersection Improvements 12 Pike St NE & 8th St NE Access Management 22 Auburn Way S, M St SE,17th St 1.90 21 Ratings where either SE Intersection Improvements 41Sor1/2.No3s 23 M St SE & 12th St SE Intersection 4.00 1 Improvements 9 Lea Hill Rd Corridor Improvements (104th Ave SE -112th Ave SE) (Continued on next page) Page 365 of 505 PAGE 175 OUTREACH APPENDIX JAI BICIDI E Auburn Way S & 6th St 10 SE Improvements (SR 18/ 5.00 1 SR 164 Interchange) 19 A St NW & 3rd St NW Improvements 5.00 1 14 loth St NE Improvements (B 5.00 1 St NW - Auburn Way N) 11 116th Ave SE & SE 320th St Intersection Improvements Lea Hill Rd Corridor Improvements 9 (SE 312th St from 112th Ave 5.00 1 SE to 124th Ave SE) 24 M St SE & 29th St SE Intersection Improvements M St SE By -Pass Rd (M St SE By -Pass 74 prefer Option A; 24 21 & SE Auburn -Black Diamond Rd 2.77 36 prefer option B;Sdon't like either option M St SE By -Pass Rd (M St SE By -Pass 74 prefer Option A; 24 21 & SE Auburn -Black Diamond Rd 3.54 35 prefer Option B; Sdon't like either option 3 I St Improvements (37th 5.00 1 St NE - 45th St NE) 13 8th St NE Improvements Project 5.00 1 (Auburn Way N - Harvey Rd/M St NE) 25 A St SE Projects 4.63 8 Page 366 of 505 PAGE 176 2024 COMPREHENSIVE TRANSPORTATION PLAN CITY OF AUBURN AWS,17th St SE, M St SE Project Ratings Ifyou filter southbound M St SE traffic to 17th St SE, it will impact the residential area between 17th St SE and 21st St SE next to the middle school and overflow2lst St SE traffic. The right turn a car has to make from M St SE onto 17th St SE is what slows traffic going through the lights! There needs to be a light at M St SE and 21st St SE. Also, people going north from this end of town, who normally take M St SE will have to take R St SE and you also need a traffic light at R St SE and 21st St SE to handle that. During the evening rush hour, it's very difficult to get on R St going north to wind around, get on Auburn Way S for 7/2 a block and try to turn north onto M St SE. Come up with a better plan to not choke out R St SE, because this one you present will become an instant nightmare in a very wide area of southeast Auburn. A freeway exist running up to the Muckleshoot area of Auburn Way S, from the M St SE area under Hwy 18 would be a good spot for an exit! That would relieve traffic coming down M St SE to get to Auburn Way S and beyond. The cul-de-sac will promote tent camping as there are no houses like a normal cul-de-sac. n/a Let me just tent behind the Walgreens. And the antique store that already has a lot of theft will become a bigger target. I have a lot of concerns. Will there be any public meetings or can I come down to see a whole plan? Do not block off and make a cul-de-sac of M St SE between 21st and 17th. n/a All your improvements are pushing speeding traffic down neighborhood streets with no alternatives. Ifyou close off M St SE between 21st and 17th, where is all the traffic supposed to go? Also, people in my area will now be forced into more traffic since there will be fewer options to get to the other side of town. Bad idea! I am excited to reduce traffic in the residential area on and around M St SE. We have new 5 schools in the area and a lot of kids walk to school. I live on the corner of M St SE and 21st St SE and 1 cannot count the number of accidents that have occurred and the number of near misses at this 4-way stop. It is a nonstop flow of traffic. I live on the corner of M St SE and 21st St SE. Day and night, 1 hear cars spinning out and 5 loud music. Oftentimes, people blow through the stop sign and cause accidents, one of which damaged our front fence. 1 believe the cul-de-sac will be the most beneficial for my family and everyone in this area! Thank you for this proposal, and 1 hope they all pass! 1 How am I supposed to get home when I live further south on M St SE? I live on 23rd st SE. It is almost impossible to get out on R St SE to get to Auburn Way S in the morning, so 1 go to M St SE to get across Auburn Way S to get to work on the north end of town. This is going to force me and countless others to go through the school zones during 1 the start of school and increase our time and fuel costs. Once in a while 1 will go to A St SE and the amount of inconsiderate parents dropping their kids off in the middle of the road is insane, all so they don't have to pull off the road and fight their way back in. My opinion is this will end in disaster. 4 1 appreciate the multiple options provided. The /one being utilized for multiple left/right options makes the most sense to me. 4 Not a fan of the cul-de-sac on M St SE south of 17th St SE. It would cut off the direct access to Auburn Way S and M St SE from 21st St SE. (Continued on next page) Page 367 of 505 PAGE 177 OUTREACH APPENDIX JAI BICIDI E I know it will make no difference since you will go through with these plans, but not having access to crossing Auburn Way S from M St SE is really an inconvenience to the hundred if not thousands of people that use it now. Change can really stink and this one is not helping. Northbound coming from Lakeland, Lake Tapps, and Bonney Lake will only have R St SE/17th St SE to get on Auburn Way S instead of also having the option of M St SE. 17th St SE already backs up for blocks to get onto Auburn Way S. There will need to be a light at the bottom of Auburn Way S at 17th St SE for traffic from 17th St SE to get onto Auburn Way S. Also, how will fire trucks get through from the fire station onto Auburn Way S if 17th St SE is backed up? For southbound traffic, there needs to be a light at Howard Rd onto R St SE, as this already backs up onto Auburn Way S. Additionally, the pedestrian crossing at M St SE (from the church to Starbucks) is very dangerous. Needs to be "no vehicle turn on red" from Auburn Way S onto M St SE. Also, making M St SE a dead end is a horrible idea - there are only north -south roads through Auburn. No northbound traffic from M St SE to westbound AWS is a huge mistake. Putting in a cul-de-sac on M St SE is a nightmare waiting to happen. 1 suggest you put in a light at the intersection just south of the fire station on R St SE for everyone trying to make a left turn. 1 I'd rather not ever shop in that area of Auburn since the access is so limited to go west on AWS. Also, this intersection was remade to its current flow to reduce accidents from cars attempting to cross overAWS at 17th St SE. Dead ending M St SE is a huge mistake. 1'd rather see a roundabout for better traffic flow. 4 The 12th St SE signal with a u-turn? This isn't clear to me. Will there be a crosswalk at 12th? Will 12th ever go through to this land use that is being discussed at the miles sand pit? Auburn Way S traffic up toward Muckleshoot and Enumclaw has gotten out of hand. The 1 amount of incidents, traffic violations, and growing traffic is unbearable. Turning M St SE into a dead end doesn't seem like the correct answer. It seems like a cost effective, short sighted solution to a big problem. Bystopping northbound traffic from M St SE onto Auburn Way S, you did not provide a safe way for residents to access Auburn Way S from the streets west of Game Farm Park. This forces traffic onto R St SE, which means all those streets must make left turns and then go 1 behind the apartments on Howard Rd to merge onto Auburn Way S without a traffic light. Or they will be forces to make a left turn at the four-way stop on 21st and then back track in order to turn onto 17th St SE. While this plan may move more volume, it totally ignores the current residents who live in this community. 1 This is not an improvement for traffic at all. M St SE is a major through road to reach the south end of town for families. (Continued on next page) Page 368 of 505 PAGE 178 2024 COMPREHENSIVE TRANSPORTATION PLAN CITY OF AUBURN This proposal, in my opinion, is not favorable to the citizens of Auburn whatsoever. 1 am a router for the Auburn School District and design the bus routes that travel these roads. This proposal would add significant costs, delays, and additional traffic to the intersection of Auburn Way S & M St SE. For our buses transporting students between all north end and south end schools, this would add significant delays where we wouldn't be able to make it to schools on time. Our bus fleet travels north and south on M St SE as the quickest way to access schools in north Auburn, mid -town, Lea Hill, and all the schools on the south end of Auburn. Eliminating access on M St SE from Auburn Way to 27st St SE will cause major delays. Personally, 1 can't really believe it is being considered. We have bus stops at EJ Square (7270 M St SE) and if the eastbound left hand turn lane on Auburn Way S is eliminated, we will not be able to access this development. This is not even counting all the buses we have doing field trips that use that road to and from all the south and north schools. We have at least 30 routes that turn off Auburn Way S to 77th St SE. We have 23 routes that use R St SE and 77th St SE. We already have 22 buses that go from H St SE to 77th St SE to G St SE to 72th St SE to Auburn Way S. If you close M St SE, that will cause over 700 buses to use the neighborhood streets and we already get complaints when we use some of them. This will make traveling north from our home on 25th St SE next to Pioneer Elementary very difficult. K St SE is already crowded in the morning. People park when dropping off kids and it's unsafe. This appears to make K St SE the only way out of our neighborhood. This plan will make traveling out of and in to south Auburn more congested. The blocking off of M St SE from 27st St SE to 77th St SE is totally unacceptable! Having to use the neighborhood side streets to reach Olympic Middle School, Pioneer Elementary, or 77th St Plaza Retirement Center is not acceptable for emergency teams or school buses. Has anyone asked the police/fire departments about having to respond when more than one unit has to go there? The traffic on R St SE/77th St SE is already a major back up at the AM rush hour and so is the PM traffic on the road in front of the shopping center (Walgreens) connecting to R St SE. You think their deliver trucks can square the blocks through the 27st St SE neighborhoods? That short expanse of M St SE from 77th St SE to 27st St SE is a relief for the back ups at R St SE in the am/pm and so does the right hand turn of Auburn Way S to 77th St SE Having them available decreases the response time for additional units coming into the SE Auburn area. This plan is a safety risk for the 27st St SE/R St SE/77th St SE/29th St SE residents. The dead-end of M St SE does not make sense. It will cause increased traffic for nearby residential areas and a school zone. 1 do not understand the rationale. A better solution would involve adjusting the traffic light sequencing. No explanations for the changes have been presented. The communities south of 77th St SE will be negatively impacted. More thought needs to be given to the proposal, with better reasons given. Page 369 of 505 PAGE 179 OUTREACH APPENDIX JAI BICIDI EI A St SE Projects 5 1 believe that such improvements are needed on A St SE. Yes, 1 think they need to add a road under the railroad tracks. Ellingson Rd is impossible at 3:00pm to 6:00pm in the afternoon. We cannot get in or out of our neighborhood. All of 4 the traffic going to Lakeland Hills blocks us from leaving or coming home. So many people use that intersection. They don't follow the traffic light rules and block the intersection. It is definitely overrun with excessive traffic. There needs to be a separate road to cross over to A St SE. I like it but we need serious help with the Skinner Rd and Ellingson Rd intersection. The traffic is backed up at the light going eastbound and it blocks the intersection. We have to 4 drive around cars to continue on Ellingson northbound through the very short green light. It's been dangerous and dreadful whenever I leave my house on 2nd Ave NE during rush hours. All around, this is a pretty good plan with sensible safety improvements. A few notes: 1) the illustration does not depict any bike lanes/paths along A St SE. This project should include quality bicycle facilities along the corridor; they would fill a crucial gap in the bike network and would make the proposed tunnel more useful. 2) It's unclear from the illustration if the existing median on Ellingson Rd will remain. If ti will, it may be worth considering allowing 4 u-turns from eastbound Ellingson so eastbound traffic can access the shopping center with the Dominos and Starbucks. 3) For pedestrian safety, 1'd recommend keeping the existing no turn on red restriction. 4) The sidewalks don't look particularly safe or pleasant to walk on since they're right up against the travel lanes. Consider adding some extra space between the road and sidewalks, this would have the additional benefit of not detouring pedestrians as much around the u-turn pockets. Page 370 of 505 PAGE 180 2024 COMPREHENSIVE TRANSPORTATION PLAN CITY OF AUBURN M Street Bypass Project Ratings 1 live on Sth St NE and initially gravitated toward option A, but then as I read through the logic of Option B, 1 was swayed. My biggest complaint about my neighborhood is that it's not very walkable because it is cut off by several busy streets and people speed up and down R St. 3 5 B Not to mention I find the train horns to be a mild nuisance. 1 would love to live in a quieter, more walkable neighborhood and taking two extra minutes to drive a couple blocks further when I need to use that highway exit is most certainly worth that. Let's make this a more walkable, more connected city.! Option B looks best. It might move some traffic from residential streets to minor arterials. Also removes an at -grade railroad crossing. There are n/a n/a B alternative routes to get access to Hwy 78, so no problem there. Please consider a roundabout instead of a new signal at the new M St SE intersection. 3 5 B 1 live near there and the trains not sounding their horns sounds like a great idea to me. Concern is losing access to Hwy 78 with Option B for us who take this everyday instead of Lea Hill or downtown Auburn. 1 vote for Option A 5 2 A because it is an additive with less negative due to opening up driving opportunities, improving train safety, and benefiting the community around it. 700% for train safety as we do not want a derailment ever. Currently, the traffic along R St SE to Black Diamond Rd encourages some drivers to rev their engines, speed, and make a lot of noise, all of which is detrimental to the residents and community that neighbors R St SE. Option B would eliminate this nuisance and improve the quality 1 5 B of life for everyone along R St SE and neighboring streets. Currently, it is risky to walk along R St SE as a pedestrian, out for a stroll. Option B would make the walk far more pleasant and also better for bicycles. Bicycle traffic currently is dangerous and hazardous for both cyclists and motorists. I've lived in this neighborhood for almost 30 years and experienced a decline in quality of life due to increased traffic on R St SE due to noise and pollution. The train hons continue to be a nuisance, especially at night. The closing of R St SE (Option B) would be a blessing to the neighborhood, restoring some peace and tranquility, preserving the residential character of the area. 1 fail to see the practical feasibility of Option A. R St south of E Main St is a narrow two-lane street, no 1 5 B sidewalks, minimal shoulder, lined with homes. The front yards of these homes are shallow. There is no space to widen the road. A further increase in traffic, as projected, would be disastrous for the residents of this area. Traffic delays would still occur at the redesigned railway crossing. 1 don't know anyone who would feel inconvenienced by driving a few extra blocks to reach Auburn Black Diamond Rd. Funneling traffic to M St SE makes more sense as M St SE is well -established as a major arterial. The statement says we currently enjoy easy access to Hwy 78. It is much 1 4 B easier to go up over Lea Hill and enter the highway there. 1 would rather do that than to continue to endure the extra load of trucks that Option A would bring to our neighborhood. 5 n/a A 1 think it's critical that NEAuburn maintains access through P St. We don't need more traffic on R St NE. This would make the 8th St NE n/a 5 B and R St NE intersection more of a mess and the 8th St NE road over the bridge to Lea Hill more of a bottle neck. (Continued on next page) Page 371 of 505 PAGE 181 OUTREACH APPENDIX JAI BICIDI EI 1 prefer Option B because Option A would give access to more traffic at n/a n/a B high speeds through residential areas. We already have this issue when Hwy 78 is blocked due to accidents. 1 live outside the city limits on Auburn Black Diamond Rd and use the R St connection to get into Auburn when Hwy 78 is backed up or block 5 1 A and have used it for years! Closing off the R St connection would have a huge negative impact for those of us who live out that way! Having the M St connection in addition to R St would absolutely help give options to easily commute to both north and south Auburn. With Option A, it is imaginable traffic flow eventually increasing along R St to make those along it and surrounding areas uncomfortable. The little connector of 4th St SE (from to R) may suffer similarly. Residential streets are not meant as highways. It's better to keep traffic flow on streets already undertaking heavier flow, such as M St. This makes Option B preferable. Yet, Option Bs closing older access from 4th to 1 3 Neither Auburn Black Diamond and train crossing seems overkill. Local access will be lost. Not everyone taking back roads is a distance commuter or looking for shortcuts. It is a mistake to assume so. As for the train horn, Auburn is a railroad town. Train hors are sounding all about. Residing in the very neighborhood of the intersection discussed, it strikes me that spending money on an "inconvenience" that will little effect pervasiveness is wasteful. 1 prefer a compromised Option B, one with 4th to Auburn Black Diamond and the train crossing remaining open. My concern is the restriction access to Auburn Black Diamond Rd for neighbors. Being a resident of 4th St SE and T St SE, Auburn Black n/a n/a A Diamond provides a quick and necessary route for our children to get to and from school at Lakeview Elementary, especially for emergencies. In addition to accessing recreational areas such as Flaming Geyser Park and community events, family, and friends. 1 5 B I would much prefer to keep our neighborhood quiet and lose the convenient access to 78 than have trucks utilizing R St. 1 am voting for keeping large volumes of truck traffic out of our 1 5 B neighborhoods. M St is a large street, which is much better suited to such traffic. Option A puts a street in our yard! Option B cuts us off from Hwy 78. Option A, how many drivers are going to run the light? Or speed through our yard? How many more accidents are going to happen in n/a n/a Neither our yard? Option B takes away our road to Hwy 78 or Flaming Geyser State Park. Option B also allows the trains to be longer and idle more next to the houses here. We the home owners have to live with the extra noise, pollution, danger of car crashing our yard, loss of property, and more vibrations. We do not want this! No Option A or B! n/a n/a Neither Neither option benefits the neighborhood. Both options harm the neighborhood that this construction is being planned around. 1 do not think diverting traffic through a housing neighborhood is a best practices idea. As the old Miles Pit area is developed, this would increase. I dealt with the M St SE underpass project and the traffic that diverted through our neighborhood was obnoxious! Not only did 1 5 B they drive around road closed signs, many of them were speeding while driving through. I would not wish increased traffic through a neighborhood on anyone. We all know that with a new improved road, the speeding would increase and put the residents living in those areas at increased risk. (Continued on next page) Page 372 of 505 PAGE 182 2024 COMPREHENSIVE TRANSPORTATION PLAN CITY OF AUBURN I'm not sure what traffic issue is being addressed. Congestion? Rush hour backup? Pollution and accidents? Train horn? Diverting traffic off of M St to push it back onto M St further south doesn't solve much; it only pushes issues further down the line. Adding a traffic signal to M St - this alone will cause more stoppage and congestion. Spending money to eliminate train horns is silly - Auburn is a train hub. Additionally, n/a n/a Neither closing the railroad crossing eliminates local access, potentially increasing incidental traffic on M St. Pollution and accidents will certainly escalate along R St by using it as a diversion thoroughfare. It is easy to speculate, but it would be less so ifyour purpose was clearer. As it stands, the project seems to be solving a non-existent problem by using Auburn Black Diamond Rd as a catalyst to disregard an entire neighborhood. Dedicated money might be better spent directly connecting Hwy 78 to the top of SR 764 hill at Muckleshoot. Both options hinder the local neighborhood. The planned route saves 2 n/a n/a Neither minutes. Maybe at the cost of a loss of property, more accidents, more noise, and more pollution. I've lived in this neighborhood for over 75 years. Current traffic volumes and conditions make this a dangerous area to add more vehicles. Current volumes are high enough that a train crossing during peak hours means cars back up and block driveway access all the way down to E Main St. The speed limit is only 25, but folks drive too fast n/a 1 Neither and take out street signs, trees, and last summer even a telephone pole. Most driveways are back in/back out driveways all along R St, which is not great. Option B is not too great either. 1 can't see why we would want to limit the neighborhood's access to Hwy 78. Aren't the in/ off ramps backed up enough during peak hours? I see the intersection at A WS blocked by traffic for the on ramps pretty frequently. Wouldn't decreasing access to 78 make this worse? 1 5 B We do not want more traffic, especially truck traffic, on R St SE. Extending R St to the M St bypass road would negatively impact the quality of life in the neighborhood. The area between M St and the river, and south of 8th St to the railroad tracks is completely residential. R St is a residential street. South of E Main St, it is a narrow two lanes, lined with homes, without sidewalks or shoulders to speak of. There doesn't appear to be much room for widening the street. As such, 1 5 B it is unsuitable for the anticipated increased traffic. The proposed "improvement" to the rail crossing would not eliminate traffic delays as it will remain an at -grade crossing. Current traffic level is a nuisance, as are the frequent train whistles. Most of the traffic is from people outside the neighborhood passing through. This will increase dramatically if R St is extended. The benefits of closing R St - reduced traffic, no train horns - for outweigh the "drawback" of driving a few extra blocks to access Auburn Black Diamond Rd. 1 am at 79 N St NE in Auburn, and have non-stop traffic down my street all day. My camera records cars every 30 seconds at peak traffic time. 1 have asked for speed bumps to match the adjacent road for 8 years. 1 5 B We have had two speed studies that show many speeders. 1 have even offered to pay for the speed bump between myself and the concerned neighbors that have put in many speed concerns on the See -Click -Fix app. Option B seems to be the only one that may lessen people cutting down my road to avoid the light on E Main and M St. 4 B We like the reduced cut -through traffic and train whistle elimination of Option B, but a traffic study should be done for westbound E Main St between R St SE and M St first. As it is, we sometimes have difficulty going north and turning left/westbound off of N St SE onto E Main St because of westbound traffic, and Option B would divert more traffic off of R St onto E Main st that would have otherwise continued south on R St to get to Auburn Black Diamond Rd. PAGE 183 Page 373 of 505 OUTREACH Respondent Demographics APPENDIX JAI BICIDI EI 64+ Caucasian Yes USA English 43 to 63 Caucasian USA English 64+ Caucasian No USA English 43 to 63 Other North Africa- middle east No USA Arabic, English 64+ USA English 22 to 42 Hispanic or Latino, Caucasian No USA English 22 to 42 Caucasian No USA English 64+ Caucasian No USA English 22 to 42 Black or African American, Caucasian No USA English 22 to 42 Asian No USA English 22 to 42 Prefer not to answer English 64+ 43 to 63 Caucasian No USA English Page 374 of 505 PAGE 184 2024 COMPREHENSIVE TRANSPORTATION PLAN APPENDIX E Roadway Classification Changes o- - IN THIS APPENDIX New Street Classification Changes by Street Name ROADWAY CLASSIFICATION CHANGES APPENDIX JAI B I C I D I E 1 ROADWAY CLASSIFICATION CHANGES PREVIOUS NEW STREET NAME BEGIN END CLASSIFICATION CLASSIFICATION S 324th Street 49th Avenue S 51st Avenue S Local Collector 62nd Place S S 300th Street End Residential Collector Local 63rd Place S S 301st Street End Residential Collector Local Frontage Road S 277th Street 44th Street NW Minor Arterial Local Industrial D Street NW S 277th Street 44th Street NW Minor Arterial Local Industrial D Street NW 44th Street NW 37th Street NW Planned Minor Remove Extension Arterial 44th Street NW Frontage End Minor Arterial Local Industrial Road NW I Street NW 44th Street NW 37th Street NW Local Local Industrial Non -Residential 49th Street NW B Street NW Auburn Way N Collector Local Industrial 49th Street NE I Street NE L Street NE Non -Residential Collector Extension Collector L Street NE 51st Street NE S 277th Street Non -Residential Collector Collector Non -Residential M Street NW 15th Street NW Gate Collector Local Industrial M Street NW Gate 29th Street NW Non -Residential (Pending ROW Collector Vacation) 29th Street NW M Street NW End Non -Residential Private Collector 29th Street NW West Valley Hwy End Local Local Industrial 26th Street NW West Valley Hwy End Local Local Industrial R Street NW 15th Street NW 14th Street NW Local Local Industrial 14th Street NW R Street NW End Local Local Industrial Pike Street NW 15th Street NW 20th Street NW Local Local Industrial R Street NW 20th Street NW End Local Local Industrial (Continued on next page) Page 376 of 505 PAGE 186 2024 COMPREHENSIVE TRANSPORTATION PLAN CITY OF AUBURN STREET NAME BEGIN .PREVIOUS CLASSIFICATION CLASSIFICATION 20th Street NW R Street NW West Valley Hwy Local Local Industrial 22nd Street NW R Street NW West Valley Hwy Local Local Industrial Outlet Collection 15th Street SW Outlet Collection principal Arterial Local Industrial Ramp Way Outlet Collection 15th Street SW End Principal Arterial Local Industrial Way (west) Market Street 15th Street SW End Principal Arterial Local Industrial Outlet Collection 15th Street SW End Principal Arterial Local Industrial Way (east) Industry Drive SW Boundary Blvd 15th Street SW Minor Arterial Local Industrial Perimeter Rd 15th Street SW End Non -Residential private Collector Sumner-Tapps Lake Tapps City Limit Principal Arterial Minor Arterial Hwy E P kwy S E 55th Street SE Bridget Ave SE End Rustic Collector Rustic Local Bridget Ave SE 55th Street SE 53rd Street SE Rustic Collector Rustic Local M Street SE 37th Street SE 41st Street SE Planned Residential N/A Extension Collector 28th Street SE Riverwalk Drive Forest Ridge Local Collector Dr. SE M Street SE Auburn Way S 29th Street SE Minor Arterial Collector Hemlock Street SE Auburn Way S End Residential Collector Local 15th Street SW Planned Minor Extension C Street SW A Street SE Arterial Remove F Street SE 4th Street SE Auburn Way S Non -Residential Collector Collector A Street SW Main Street 4th Street SW Non -Residential Minor Arterial Collector 4th Street SW A Street SW S Division St Non -Residential Minor Arterial Collector S Division Street 3rd Street SW 4th Street SW Non -Residential Minor Arterial Collector (Continued on next page) Page 377 of 505 PAGE 187 ROADWAY CLASSIFICATION CHANGES APPENDIX JAI B I C I D I E STREET NAME BEGIN .PREVIOUS CLASSIFICATION CLASSIFICATION C Street SW SR 18 EB ramps SR 18 WB ramps Minor Arterial Principal Arterial 2nd Street SE/SW Auburn Way D Street SE Non -Residential Collector North Collector 2nd Street SE/SW A Street SW Auburn Way Non -Residential Minor Arterial North Collector 1st Street SE/SW A Street SW A Street SE Non -Residential Minor Arterial Collector G Street SW W Main Street 3rd Street SW Non -Residential Local Industrial Collector 3nd Street SW E Street SW G Street SW Non -Residential Local Industrial Collector Lund Road W Main Street 4th Street SW Local Local Industrial Western St W Main Street End Local Local Industrial Clay Street NW W Main Street End Local Local Industrial Non -Residential H Street NW W Main Street 6th Street NW Collector Local Industrial Non -Residential 6th Street NW H Street NW C Street NW Collector Local Industrial 2nd Street NW D Street NW H Street NW Local Local Industrial D Street NW 2nd Street NW 3rd Street NW Local Local Industrial 3rd Street NW C Street NW D Street NW Local Local Industrial lst Street NE/NW B Street NW Auburn Way N Non -Residential Local Collector B Street NW W Main Street 1st Street NW Non -Residential Local Collector 4th Street NE Auburn Way N M Street NE Non -Residential Collector Collector Harvey Road/M 8th Street NE 104th Street SE Minor Arterial Principal Arterial Street NE D Street NE 15th Street NE 16th Street NE Non -Residential Local Industrial Collector (Continued on next page) Page 378 of 505 PAGE 188 2024 COMPREHENSIVE TRANSPORTATION PLAN CITY OF AUBURN STREET NAME BEGIN .PREVIOUS CLASSIFICATION CLASSIFICATION Non -Residential 16th Street NE D Street NE E Street NE Collector Local Industrial E Street NE 16th Street NE 22nd Street NE Non -Residential Local Industrial Collector E Street NE 22nd Street NE 23rd Street NE Local Local Industrial 23rd Street NE E Street NE E Street NE Local Local Industrial E Street NE 23rd Street NE 26th Street NE Local Local Industrial 26th Street NE E Street NE Auburn Way N Local Local Industrial Non -Residential 22nd Street NE E Street NE Auburn Way N Collector Local Industrial Non -Residential 22nd Street NE Auburn Way N I Street NE Collector Minor Arterial Riverview Drive NE M Street NE 22nd Street NE Residential Collector Local 22nd Street NE Pike Street NE Riverview Drive Residential Collector Local Non -Residential 30th Street NE B Street NW Auburn Way N Collector Minor Arterial Non -Residential 30th Street NE Auburn Way N I Street NE Minor Arterial Collector C Street NE 30th Street NE 42nd Street NE Non -Residential Local Industrial Collector 42nd Street NW/NE B Street NW Auburn Way N Local Local Industrial B Place NW B Street NW End Local Local Industrial 85th Avenue S Auburn Way N City Limit Non -Residential Local Collector Non -Residential 37th Street NE Auburn Way N I Street NE Collector Collector Non -Residential Green River Road 100th Avenue SE City Limit Collector Rustic Collector Green River Road 100th Avenue SE 104th Avenue SE Non -Residential Collector Collector (Continued on next page) Page 379 of 505 PAGE 189 ROADWAY CLASSIFICATION CHANGES APPENDIX JAI B I C I D I E 105th Place SE Lea Hill Road 107th Place SE Non -Residential Collector Collector 107th Place SE 105th Place SE SE 320th Street Non -Residential Collector Collector SE 320th Street 107th Place SE 112th Avenue SE Non -Residential Collector Collector 116th Avenue SE SE 316th Street SE 315th Street Residential Collector Local 112th Avenue SE SE 304th Street SE 281st Street Minor Arterial Collector SE 281st Street 112th Avenue SE 108th Avenue SE Minor Arterial Collector 108th Avenue SE SE 281st Street City Limit Minor Arterial Collector SE 304th Street 132nd Avenue SE City Limit Minor Arterial Principal Arterial SE 288th Street 132nd Avenue SE End Local Collector SE 286th Street 124th Avenue SE End N/A Local SE 284th Street Extension 124th Avenue SE SE 288th Street Planned Residential Collector Removed Page 380 of 505 PAGE 190 CITT AUBURN* AGENDA BILL APPROVAL FORM WASHINGTON Agenda Subject: Date: Ordinance No. 6958 (Gaub) (20 Minutes) September 17, 2024 Department: Attachments: Budget Impact: Public Works Ordnance No. 6958 with attachment Current Budget: $0 Presentation Proposed Revision: $0 yicinityNbRevised Budget: $0 Administrative Recommendation: For discussion only. Background for Motion: Background Summary: The City is beginning the property acquisition process to obtain property rights needed for City Project CP2116 - R Street SE Widening — 22nd St SE to 33rd St SE (Project). Ordinance 6958 declares public use and necessity regarding the Project and authorizes condemnation action for properties for which negotiations do not lead to agreement and closing. Property owners will be given notice of the ordinance in accordance with state law. Fair market offers and negotiations will take place with property owners in efforts to reach settlement. Condemnation would only be necessary should agreement and settlement stall or fail. The project provides public benefit by providing infrastructure that reduces traffic congestion, provides convenient and comfortable non -motorized travel, and improves safety for all users. The project will include adding a second southbound lane to R St SE, replacing roadway pavement, constructing a separated multi -use trail for bikes and pedestrians along the west side of R St SE from 22nd St SE to the Game Farm Park Entrance where the new trail will cross to the east side of R St SE, constructing a wider sidewalk along the east side of R St SE, installing new street lighting, replacing the traffic signal at the intersection of R St SE/29th St SE (Riverwalk Dr SE), and replacing the existing pedestrian signal at R/31 st St SE with a full traffic signal at the entrance to Game Farm Park. Reviewed by Council Committees: Councilmember: Tracy Taylor Staff: Ingrid Gaub Meeting Date: September 23, 2024 Item Number: Page 381 of 505 Page 382 of 505 ORDINANCE NO. 6958 AN ORDINANCE OF THE CITY COUNCIL OF THE CITY OF AUBURN, WASHINGTON, PROVIDING FOR THE ACQUISITION BY EMINENT DOMAIN OF PROPERTY LOCATED NEAR OR ADJACENT TO R STREET SE WITHIN THE CITY OF AUBURN, WASHINGTON FOR ROADWAY WIDENING AND ASSOCIATED IMPROVEMENTS FOR PROJECT NO. CP2116, R STREET SE WIDENING — 22ND STREET SE TO 33RD STREET SE; DECLARING PUBLIC USE AND NECESSITY; AND PROVIDING FOR SEVERABILITY AND AN EFFECTIVE DATE WHEREAS, efforts will be made to obtain property rights which need to be acquired in connection with the Project, including having the property appraised and negotiating reasonable amounts of compensation to be paid for the property to be acquired; and WHEREAS, the City of Auburn is a noncharter optional municipal code city incorporated and organized under Title 35A RCW, and authorized to acquire and/or appropriate title to lands and other real property through the exercise of eminent domain within and without its corporate limits for public purposes pursuant to Chapter 8.12 RCW; and WHEREAS, in the interest of improving R Street SE, the City of Auburn has identified a street improvement project, Project No. CP2116, R Street SE Widening — 22nd Street SE to 33rd Street SE (the "Project"), in compliance with the goals set forth in the City's Comprehensive Plan; and WHEREAS, the Project involves widening and other improvements to R Street SE to serve the public, for which the acquisition of certain real property and/or real property rights is necessary for the completion of the public uses of the Project; and WHEREAS, for this Project, the City determined that acquisition of certain specific rights and interests from the real properties and owners, identified in this paragraph, is necessary to accomplish and construct the Project, as follows: Ordinance No. 6958 September 13, 2024 Page 1 of 83 Page 383 of 505 Tax Parcel # Owner Name Situs Address 4474200030 Clinton J. Homolka 1505 29th Street Southeast Auburn, Corin L. Homolka WA 98002 4474200020 Theodore G. Visaya 2815 R Street Southeast Auburn, Theresa M. Visaya WA 98002 7889100170 Michael E. Bruns 2820 R Street Southeast Auburn, Kimberly K. Bruns WA 98002 7889100160 Alan V. Pfeiffer 2802 R PI Southeast Auburn, WA Vicki Pfeiffer 98002 4474200010 Karl Holmgren 2809 R Street Southeast Auburn, Cherie Jacobson WA 98002 2413200170 Geri Smith 1506 28th Street Southeast Auburn, WA 98002 7889100010 The Heirs and Devisees of the Estate of 2803 R Place Southeast Auburn, WA Jack V. Bergerson, deceased 98002 Jessalyn Bergerson 7889000005 Ira B. Frank 1602 28th Street Southeast Auburn, Maureen Y. Frank WA 98002 2921059037 Bible Chapel, Inc 2606 R Street Southeast Auburn, WA 98002 2921059060 Fernando Lujan Velasquez Vacant Land Nancy Lujan Auburn, WA 98002 1921059212 Mailene B. Anonuevo-Smith 1525 25th Street Southeast Auburn, WA 98002 1921059179 Jose M. Martinez Lopez 2405 R Street Southeast Auburn, Adilene Rodriquez Valazquez WA 98002 2921059031 T. Lindsay Howard 2502 R Street Southeast Auburn, WA 98002 and; WHEREAS, the real properties identified above are all located within the City of Auburn, Washington and are referred to in this Ordinance as the "Parcels," and those specific rights and Ordinance No. 6958 September 13, 2024 Page 2 of 83 Page 384 of 505 interests needed by the City of Auburn for the Project are referred to in this Ordinance as the "Real Property Take"; and WHEREAS, the legal definition of the Parcels, and the legal definition and survey drawings of the Real Property Take(s) needed from each of them, are set forth in Attachment 1 attached to and incorporated into this Ordinance by reference; and WHEREAS, the City will appraise the fair market value of the Real Property Take; and WHEREAS, the City will negotiate in good faith with the owners of the Parcels for the acquisition of the Real Property Take; and WHEREAS, while this Ordinance authorizes condemnation, the City Council does hereby express its intent that negotiations be initiated in regard to the Real Property Take; and WHEREAS, the City complied with the notice requirements set forth in RCW 8.25.290 by providing notice to the every property owner of record as indicated on the tax rolls of the county to the address provided on such tax rolls, for each property potentially subject to condemnation, at least fifteen days before the final action adopting this ordinance, and through publication once per week for two consecutive weeks, prior to the passage of a motion adopting this Ordinance and authorizing condemnation as provided herein; and WHEREAS, payment of just compensation and costs of litigation should be made from the City's Project funds or from such other monies that the City may have available or attain for the acquisition; NOW, THEREFORE, THE CITY COUNCIL OF THE CITY OF AUBURN, WASHINGTON, DO ORDAIN as follows: Section 1. Incorporation of Recitals. The recitals set forth above are hereby adopted and incorporated herein as if set forth in full. Section 2. Public Use and Necessity Declared. The City Council of the City of Auburn finds and declares that: (i) the Project for roadway widening and other improvement purposes is Ordinance No. 6958 September 13, 2024 Page 3 of 83 Page 385 of 505 a public use; (ii) the acquisition of the rights and interests in the Real Property Take legally described and depicted in Attachment 1 is necessary for the construction of the Project; and (iii) the acquisition of the Real Property Take and the construction of the Project are in the best interests of the residents and taxpayers of the City of Auburn. Section 3. Acquisition. The City Council of the City of Auburn authorizes the acquisition, condemnation and taking of the Real Property Take as legally described and depicted in Attachment 1 hereto. The City Council authorizes the acquisition of the Real Property Take under threat of condemnation or by initiation of legal action for condemnation to acquire the Real Property Take as necessary for the commencement and completion of the Project, subject to the making or paying of just compensation to the owner(s) thereof in the manner provided by law. Section 4. Reservation of Rights. Nothing in this ordinance limits the City in its identification and acquisition of property and property rights necessary for this public purpose. The City reserves the right to acquire additional or different properties as needed for the Project, and may adopt additional ordinances in the future authorizing acquisition by eminent domain of properties not included in Attachment 1 herein but likewise necessary for the Project, which is a public use. Section 5. Authority of Mayor. The Mayor, by and through her designees, is authorized to negotiate for the acquisition of property and property rights, initiate and prosecute such causes of actions and legal proceedings in the manner provided by law to condemn, take, damage and appropriate the Real Property Take, and take such other actions and implement such administrative procedures as may in her discretion be necessary to carry out the provisions of this ordinance. In conducting said negotiations and initiating and prosecuting said condemnation proceedings, the Auburn City Attorney, by and through his/her/their designees, are hereby authorized to enter into stipulations for the Real Property Take. Settlement of any actions by the Mayor shall be made only upon the recommendation of legal counsel. Ordinance No. 6958 September 13, 2024 Page 4 of 83 Page 386 of 505 Section 6. Compensation. The compensation to be paid to the owners of the Real Property Take acquired through this condemnation action shall be paid from the City's Project funds or from such other monies that the City may have available or attain for the acquisition. Section 7. Severability. If any section, subsection, sentence, clause, phrase or work of this ordinance should be held to be invalid or unconstitutional by a court or competent jurisdiction, such invalidity or unconstitutionality thereof shall not affect the constitutionality or validity of any other section, subsection, sentence, clause, phrase or word of this ordinance, nor its application to other persons or circumstances. Section 8. Effective Date. This ordinance shall be in full force and effect five (5) days after publication of a summary of this ordinance in the City's official newspaper. The summary shall consist of this ordinance's title. Ordinance No. 6958 September 13, 2024 Page 5 of 83 Page 387 of 505 Section 9. Corrections by City Clerk. Upon approval of the City Attorney, the Auburn City Clerk is authorized to make necessary corrections to this Ordinance, including the correction of clerical errors in the body of this Ordinance or attachments/exhibit(s) hereto; ordinance, section, or subsection numbering; or references to other local, state, or federal laws, codes, rules, or regulations. I_11aIONI Shawn Campbell, MMC, City Clerk Published: Ordinance No. 6958 September 13, 2024 Page 6 of 83 INTRODUCED: PASSED: APPROVED: NANCY BACKUS, MAYOR /_1WW000/21o7_usril:101V A5 Jason Whalen, City Attorney Page 388 of 505 ATTACHMENT 1 Property Owners / Tax Parcels / Real Property Take Ordinance No. 6958 September 13, 2024 Page 7 of 83 Page 389 of 505 Property Owners: Tax Parcel: Ordinance No. 6958 September 13, 2024 Page 8 of 83 Clinton J. Homolka Corin L. Homolka 447420-0030 Page 390 of 505 EXHIBIT A PARCEL LEGAL DESCRIPTION Tax Parcel #447420-0030 LOT 3, LYNDE ESTATES ADDITION TO THE CITY OF AUBURN, ACCORDING TO THE PLAT THEREOF RECORDED IN VOLUME 67 OF PLATS OF PAGE 26, RECORDS OF KING COUNTY, WASHINGTON. Ordinance No. 6958 September 13, 2024 Page 9 of 83 Page 391 of 505 EXHIBIT B RIGHT OF WAY DEDICATION LEGAL DESCRIPTION THAT PORTION OF LOT 3, LYNDE ESTATES ADDITION TO THE CITY OF AUBURN, ACCORDING TO THE PLATTHEREOF RECORDED IN VOLUME 67 OF PLATS AT PAGE 26, RECORDS OF KING COUNTY WASHINGTON, DESCRIBED AS FOLLOWS: BEGINNING ATTHE NORTHEAST CORNER OF SAID LOT 3, THENCE ALONG THE EAST LINE OF SAID LOT 3, SOUTH 010 20' 03" WEST A DISTANCE OF 110.00 FEET TO SOUTH LINE OF SAID LOT; THENCE ALONG SAID SOUTH LINE, NORTH 89° 24' 36" WEST A DISTANCE OF 5.85 FEET; THENCE LEAVING SAID SOUTH LINE, NORTH 12° 40' 18" EASTA DISTANCE OF 9.41 FEET; THENCE PARALLEL WITH SAID EAST LOT LINE, NORTH 010 20' 03" EASTA DISTANCE OF 100.80 FEET TO THE NORTH LINE OF SAID LOT 3; THENCE ALONG SAID NORTH LINE, SOUTH 890 28' 29" EASTA DISTANCE OF 4.00 FEET TO THE EAST LINE OF SAID LOTAND THE POINT OF BEGINNING. SAID RIGHT OF WAY DEDICATION CONTAINING AN AREA OF 448 SQUARE FEET, MORE OR LESS. THE BASIS OF BEARINGS FOR THIS DEDICATION IS SOUTH 010 20' 03" WEST BEING THE MONUMENTED CENTERLINE OF "R" STREET SE AS DETERMINED BETWEEN 25T" STREET SE (COA MON 1 110-031) AND 29T" STREET SE (COA MON 1 110-038). �-�JE -"NAL LAT3� 08/01 /2024 Ordinance No. 6958 September 13, 2024 Page 10 of 83 Page 392 of 505 S89° 28' 29"E 4.00' Wr 3 f�'OVE , T MOL° (379 p(3o 2(' RIGHT OF WAY DEDICATION 448 SQ. FT. ± POB NE COR. LOT 3 m TAX PARCEL 447420-0030 ADDRESS: 1505 29TH STREET SE PER STATUTORY WARRANTY DEED REC. NO. 20000125001457 N12° 40' 18"E 9.41' 1\189° 24' 36"W 5.85' 29TH STREET SE . t .LEN /, Y.ZL SCALE: 1 "=20 FEET G fONAL LAND 0 10 20 40 L08/01/2024 =====j crrroF f_* EXHIBIT C CITY OF AUBURN DEPICTION PUBLIC WORKS DEPARTMENT RIGHT OF WAY DEDICATION TPN 447420-0030 IN NE 1/4 OF THE NE 1/4 OF S 30, T21N, R5E, W.M. Ordinance No. 6958 September 13, 2024 Page 11 of 83 Page 393 of 505 EXHIBIT D TEMPORARY CONSTRUCTION EASEMENT LEGAL DESCRIPTION THAT PORTION OF LOT 3, LYNDE ESTATES ADDITION TO THE CITY OF AUBURN, ACCORDING TO THE PLATTHEREOF RECORDED IN VOLUME 67 OF PLATS AT PAGE 26, RECORDS OF KING COUNTY WASHINGTON, DESCRIBED AS FOLLOWS: COMMENCING ATTHE NORTHEAST CORNER OF SAID LOT 31 THENCE ALONG THE NORTH LINE OF SAID LOT 3, NORTH 89° 28' 29" WEST A DISTANCE OF 4.00 FEET TO THE POINT OF BEGINNING; THENCE CONTINUING ALONG SAID NORTH LOT LINE NORTH 890 28' 29" WEST A DISTANCE OF 5.00 FEET; THENCE LEAVING SAID NORTH LINE SOUTH 010 20' 03" WEST A DISTANCE OF 110.00 FEET TO THE SOUTH LINE OF SAID LOT; THENCE ALONG SAID SOUTH LINE SOUTH 890 24' 36" EAST A DISTANCE OF 3.15 FEET; THENCE LEAVING SAID SOUTH LINE NORTH 120 40' 18" EAST A DISTANCE OF 9.41 FEET; THENCE NORTH 010 20' 03" EAST DISTANCE OF 100.80 FEET TO THE NORTH LINE OF SAID LOT AND THE POINT OF BEGINNING. SAID EASEMENT CONTAINING AN AREA OF 541 SQUARE FEET, MORE OR LESS. THE BASIS OF BEARINGS FOR THIS EASEMENT IS SOUTH 010 20' 03" WEST BEING THE MONUMENTED CENTERLINE OF "R" STREET SE AS DETERMINED BETWEEN 25T" STREET SE (COA MON 1110-031) AND 29TH STREET SE (COA MON 1110-038). LO 08/01/2124 Ordinance No. 6958 September 13, 2024 Page 12 of 83 Page 394 of 505 N 89° 28' 29" W 5.00' --1 I F-1— 4.00' Y POC NE COR. �j LOT 3 VOL� o � NVINI O I m TEMPORARY m CONSTRUCTION o EASEMENT o o M 541 SO. FT. �I m I I I TAX PARCEL 447420-0030 10 ADDRESS: 1505 29TH STREET SE PER STATUTORY WARRANTY DEED REC. NO. 20000125001457 lo I I /' N12°40'18"E S 89° 24' 36" E 9.41' 3.15' I 29TH STREET SE "t,LEN n_ r SCALE: 1 "=20 FEET 0 10 20 40 ku. jy;�-.J7 08/01/2024 FAA EXHIBIT E OF CITY OF AUBURN DEPICTION PUBLIC WORKS DEPARTMENT TEMPORARY CONSTRUCTION EASEMENT TPN 447420-0030 IN NE 1/4 OF THE NE 1/4 OF S 30, T21N, R5E, W.M. Ordinance No. 6958 September 13, 2024 Page 13 of 83 Page 395 of 505 Property Owners: Tax Parcel: Ordinance No. 6958 September 13, 2024 Page 14 of 83 Theodore G. Visaya Theresa M. Visaya 447420-0020 Page 396 of 505 EXHIBIT A PARCEL LEGAL DESCRIPTION Tax Parcel #447420-0020 LOT 2, LYNDE ESTATES ADDITION TO THE CITY OF AUBURN, ACCORDING TO THE PLAT THEREOF RECORDED IN VOLUME 67 OF PLATS OF PAGE 26, RECORDS OF KING COUNTY, WASHINGTON. Ordinance No. 6958 September 13, 2024 Page 15 of 83 Page 397 of 505 EXHIBIT B RIGHT OF WAY DEDICATION LEGAL DESCRIPTION THE EAST 4.00 FEET OF LOT 2, LYNDE ESTATES ADDITION TO THE CITY OF AUBURN, ACCORDING TO THE PLATTHEREOF RECORDED IN VOLUME 67 OF PLATS AT PAGE 26, RECORDS OF KING COUNTY, WASHINGTON. SAID RIGHT OF WAY DEDICATION CONTAINING AN AREA OF 320 SQUARE FEET, MORE OR LESS. L1: 1 124 ...........a ............... Ordinance No. 6958 September 13, 2024 Page 16 of 83 Page 398 of 505 LO7 2 LYWE F"97X773. 211 DL[ 679 TAX PARCEL 447420-0020 ADDRESS: 2815 "R" STREET SE PER STATUTORY WARRANTY DEED REC. NO. 7711220101 RIGHT OF WAY DEDICATION EAST 4.00 FEET 320 SQ. FT. ± ME --�T kt& Y�L-J7 08/01/2024 W O C 4.00' _ SCALE: 1 "=20 FEET 0 10 20 40 E EXHIBIT C OF CITY OF AUBURN DEPICTION PUBLIC WORKS DEPARTMENT RIGHT OF WAY DEDICATION TPN 447420-0020 IN NE 1/4 OF THE NE 1/4 OF S 30, T21N, R5E, W.M. Ordinance No. 6958 September 13, 2024 Page 17 of 83 Page 399 of 505 EXHIBIT D TEMPORARY CONSTRUCTION EASEMENT LEGAL DESCRIPTION THAT PORTION OF LOT 2, LYNDE ESTATES ADDITION TO THE CITY OF AUBURN, ACCORDING TO THE PLATTHEREOF RECORDED IN VOLUME 67 OF PLATS AT PAGE 26, RECORDS OF KING COUNTY WASHINGTON, DESCRIBED AS FOLLOWS: COMMENCING ATTHE NORTHEAST CORNER OF SAID LOT 21 THENCE ALONG THE NORTH LINE OF SAID LOT 2, NORTH 89° 23' 51 " WEST A DISTANCE OF 4.00 FEET TO THE POINT OF BEGINNING; THENCE CONTINUING ALONG SAID NORTH LOT LINE, NORTH 89° 23' 51" WESTA DISTANCE OF 5.00 FEET; THENCE LEAVING SAID NORTH LOT LINE, SOUTH 01° 20' 03" WESTA DISTANCE OF 0.89 FEET; THENCE NORTH 890 23' 51" WESTA DISTANCE OF 8.49 FEET; THENCE SOUTH 020 27' 01" WESTA DISTANCE OF 23.73 FEET, - THENCE SOUTH 870 32' 59" EASTA DISTANCE OF 8.96 FEET; THENCE SOUTH 010 20' 03" WESTA DISTANCE OF 55.12 FEET TO THE SOUTH LINE OF SAID LOT 2; THNECE ALONG SAID SOUTH LINE SOUTH 890 28' 29" EASTA DISTANCE OF 5.00 FEET; THENCE LEAVING SAID SOUTH LINE, NORTH 010 20' 03" EASTA DISTANCE OF 80.01 FEET TO THE NORTH LINE OF SAID LOTAND THE POINT OF BEGINNING. SAID EASEMENT CONTAINING AN AREA OF 608 SQUARE FEET, MORE OR LESS. THE BASIS OF BEARINGS FOR THIS EASEMENT IS SOUTH 010 20' 03" WEST BEING THE MONUMENTED CENTERLINE OF "R" STREET SE AS DETERMINED BETWEEN 25TH STREET SE (COA MON 1110-031) AND 29TH STREET SE (COA MON 1110-038). -<'� ktk jy��..J7 08/01/2024 Ordinance No. 6958 September 13, 2024 Page 18 of 83 Page 400 of 505 L 0lr 2 L'O"' VOL° C��9 pro N89° 23' 51 "W S01 ° 20' 03"W 5.00' N89° 23' 51"W 0.89' -N 8.49' ------ S02° 27' 01"W r 23.73' S87° 32' 59"E 8.96' TEMPORARY CONSTRUCTION EASEMENT 608 SQ. FT. ± - TAX PARCEL 447420-0020 ADDRESS: 2815 "R" STREET SE PER STATUTORY WARRANTY DEED REC. NO. 7711220101 L(D'T S ---- L k& Y;�-.J7 i 08/01/2024 CTI'Y OF"'A WASAINGTON Ordinance No. 6958 September 13, 2024 Page 19 of 83 POB 4.00' POC NE COR. LOT 2 E U) m m S89° 28' 29"E 5.00' SCALE: 1 "=20 FEET 0 10 20 40 0:11:1 k i o CITY OF AUBURN DEPICTION PUBLIC WORKS DEPARTMENT TEMPORARY CONSTRUCTION EASEMENT TPN 447420-0020 IN NE 1/4 OF THE NE 1/4 OF S 30, T21N, R5E, W.M. Page 401 of 505 Property Owners: Tax Parcel: Ordinance No. 6958 September 13, 2024 Page 20 of 83 Michael E. Bruns Kimberly K. Bruns 788910-0170 Page 402 of 505 EXH I BIT A PARCEL LEGAL DESCRIPTION Tax Parcel #788910-0170 LOT 17, SOUTHDALE NO.2, ACCORDING TO THE PLAT THEREOF RECORDED IN VOLUME 74 OF PLATS, PAGE 5, IN KING COUNTY, WASHINGTON. Ordinance No. 6958 September 13, 2024 Page 21 of 83 Page 403 of 505 EXHIBIT B RIGHT OF WAY DEDICATION LEGAL DESCRIPTION THAT PORTION OF LOT 17, SOUTHDALE NO. 2, ACCORDING TO THE PLATTHEREOF RECORDED IN VOLUME 74 OF PLATS, PAGE 5, IN KING COUNTY, WASHINGTON, DESCRIBED AS FOLLOWS: COMMENCING ATTHE SOUTHEAST CORNER OF SAID LOT 17, THENCE ALONG THE SOUTH LINE OF SAID LOT 17, NORTH 88° 45' 49" WEST A DISTANCE OF 54.61 FEET TO THE POINT OF BEGINNING; THENCE CONTINUING ALONG SAID SOUTH LINE, NORTH 880 45' 49" WESTA DISTANCE OF 20.39 FEET TO A TANGENT CURVE CONCAVE TO THE NORTHEAST; THENCE NORTHWESTERLY ALONG SAID CURVE HAVING A RADIUS OF 20.05 FEET THROUGH A CENTRAL ANGLE OF 900 00' 52" AN ARC DISTANCE OF 31.50 FEET TO THE WEST LINE OF SAID LOT; THENCE ALONG SAID WEST LINE, NORTH 01 ° 20' 03" EAST A DISTANCE OF 75.00 FEET TO THE NORTH LINE OF SAID LOT; THANCE ALONG SAID NORTH LINE, SOUTH 880 46' 57" EASTA DISTANCE OF 5.50 FEET; THENCE LEAVING SAID NORTH LINE, SOUTH 010 20' 03" WEST A DISTANCE OF 60.00 FEET TO A TANGENT CURVE CONCAVE TO THE NORTHEAST; THENCE SOUTHEASTERLY ALONG SAID CURVE HAVING A RADIUS OF 35.00 FEET THROUGH A CENTRAL ANGLE 890 57' 27" AN ARC DISTANCE OF 54.95 FEET TO THE SOUTH LINE OF SAID LOT AND THE POINT OF BEGINNING. SAID RIGHT OF WAY DEDICATION CONTAINING AN AREA OF 700 SQUARE FEET, MORE OR LESS. THE BASIS OF BEARINGS FOR THIS DEDICATION IS SOUTH 010 20' 03" WEST BEING THE MONUMENTED CENTERLINE OF "R" STREET SE AS DETERMINED BETWEEN 25T" STREET SE (COA MON 1 110-031) AND 29T" STREET SE (COA MON 1 110-038). kI& Y.�Z-.J7 /I \ 08/01/2024 --------------------------- Ordinance No. 6958 September 13, 2024 Page 22 of 83 Page 404 of 505 5 50, 46' 57"E L(D-r TAX PARCEL 788910-0170 ADDRESS: 2820 "R" STREET SE W w PER STATUTORY WARRANTY DEED (n o o REC. NO. 20030210002755 W N O W Z Cl) O O O DQ�� RIGHT OF WAY � DEDICATION �O�no�❑7'49 p (� 700 SQ. FT. ± VV L=54.95', R=35.00' A=89'57'27" POC SE COR. ', R=20.05' POB LOT 17 L=31.50 A=90'00'52" 20.39' _ N88° 45' 49"W 54.61' - f212Z A�,LEN GT _ i 08/01/2024 R l41 RIVERWALK DR SE SCALE: 1 "=20 FEET 0 10 20 40 crrroF f_* EXHIBIT C CITY OF AUBURN DEPICTION PUBLIC WORKS DEPARTMENT RIGHT OF WAY DEDICATION TPN 788910-0170 IN NW 1/4 OF THE NW 1/4 OF S 29, T21N, R5E, W.M. Ordinance No. 6958 September 13, 2024 Page 23 of 83 Page 405 of 505 EXHIBIT D TEMPORARY CONSTRUCTION EASEMENT LEGAL DESCRIPTION THAT PORTION OF LOT 17, SOUTHDALE NO. 2, ACCORDING TO THE PLATTHEREOF RECORDED IN VOLUME 74 OF PLATS, PAGE 5, IN KING COUNTY, WASHINGTON, DESCRIBED AS FOLLOWS: COMMENCING ATTHE SOUTHEAST CORNER OF SAID LOT 17, THENCE ALONG THE SOUTH LINE OF SAID LOT 17, NORTH 88° 45' 49" WEST A DISTANCE OF 49.61 FEET TO THE POINT OF BEGINNING; THENCE CONTINUING ALONG SAID SOUTH LINE, NORTH 880 45' 49" WEST, A DISTANCE OF 5.00 FEET TO A TANGENT CURVE CONCAVE TO THE NORTHEAST; THENCE NORTHWESTERLY ALONG SAID CURVE HAVING A RADIUS OF 35.00 FEET THROUGH A CENTRAL ANGLE OF 900 05' 51 " AN ARC DISTANCE OF 55.04 FEET; THENCE NORTH 01 ° 20' 03" EAST A DISTANCE OF 60.00 FEET TO THE NORTH LINE OF SAID LOT; THANCE ALONG SAID NORTH LINE, SOUTH 880 46' 57" EAST DISTANCE OF 5.00 FEET; THENCE LEAVING SAID NORTH LINE, SOUTH 010 20' 03" WEST A DISTANCE OF 2.59 FEET; THENCE SOUTH 880 42' 01" EAST DISTANCE OF 12.28 FEET; THENCE SOUTH 01 ° 14' 17" WEST A DISTANCE OF 28.00 FEET, - THENCE NORTH 880 42' 01" WEST DISTANCE OF 12.33 FEET, - THENCE SOUTH 01 ° 20' 03" WEST A DISTANCE OF 29.41 FEET TO A TANGENT CURVE CONCAVE TO THE NORTHEAST; THENCE SOUTHEASTERLY ALONG SAID CURVE HAVING A RADIUS OF 35.00 FEET THROUGH A CENTRAL ANGLE 900 05' 51 " AN ARC DISTANCE OF 55.04 FEET TO THE SOUTH LINE OF SAID LOT AND THE POINT OF BEGINNING. SAID EASEMENT CONTAINING AN AREA OF 820 SQUARE FEET, MORE OR LESS. THE BASIS OF BEARINGS FOR THIS EASEMENT IS SOUTH 010 20' 03" WEST BEING THE MONUMENTED CENTERLINE OF "R" STREET SE AS DETERMINED BETWEEN 25T" STREET SE (COA MON 1 110-031) AND 29TH STREET SE (COA MON 1 110-038). f2Z��t�EIV> l�NAL LAND Ordinance No. 6958 September 13, 2024 L08/01/2024 Page 24 of 83 Page 406 of 505 S 88° 46' 57" E 5.00' S01 °20'03"W 2.59' L(D-r 1 /-- S88°42'01 "E 12.28' � V o 0 06 cli TAX PARCEL 788910-0170 ADDRESS: 2820 "R" STREET SE PER STATUTORY WARRANTY DEED W o REC. NO. 20030210002755 w CD w I_LI I Co 12.33' w o N88°42'01"W r I o W-T 17 M _ O c Z N N � � s0uyH��A�V D OLD 74, TEMPORARY CONSTRUCTION EASEMENT 820 SO. FT. ± R = 35.00' L = 55.04 POC SE COR. POB LOT 17 N 88° 45' 49" W — — — 49.61' — 5.00' 1 1 i L'ut Y;�-.J7 L0001,11, 40: 01/2024 RIVERWALK DR SE SCALE: 1 "=20 FEET 0 10 20 40 crrroF f_* EXHIBIT E CITY OF AUBURN DEPICTION PUBLIC WORKS DEPARTMENT TEMPORARY CONSTRUCTION EASEMENT TPN 788910-0170 IN NW 1/4 OF THE NW 1/4 OF S 29, T21N, R5E, W.M. Ordinance No. 6958 September 13, 2024 Page 25 of 83 Page 407 of 505 Property Owners: Tax Parcel: Ordinance No. 6958 September 13, 2024 Page 26 of 83 Alan V. Pfeiffer Vicki Pfeiffer 788910-0160 Page 408 of 505 EXHIBITA PARCEL LEGAL DESCRIPTION Tax Parcel #788910-0160 LOT 16 OF SOUTHDALE NO.2, AS PER PLAT RECORDED IN VOLUME 74 OF PLATS, PAGE 5, RECORDS OF KING COUNTY, WASHINGTON. Ordinance No. 6958 September 13, 2024 Page 27 of 83 Page 409 of 505 EXHIBIT B RIGHT OF WAY DEDICATION LEGAL DESCRIPTION THAT PORTION OF LOT 16, SOUTHDALE NO. 2, ACCORDING TO THE PLATTHEREOF RECORDED IN VOLUME 74 OF PLATS, PAGE 5, IN KING COUNTY, WASHINGTON, DESCRIBED AS FOLLOWS: BEGINNING ATTHE SOUTHWEST CORNER OF SAID LOT 16, THENCE ALONG THE WEST LINE OF SAID LOT 16, NORTH 01 ° 20' 03" EAST A DISTANCE OF 81.03 FEET TO A TANGENT CURVE CONCAVE TO THE SOUTHEAST; THENCE NORTHEASTERLY ALONG SAID CURVE HAVING A RADIUS OF 19.77 FEET THROUGH A CENTRAL ANGLE OF 900 40' 01 " AN ARC DISTANCE OF 31.28 FEET TO THE NORTH LINE OF SAID LOT; THENCE ALONG SAID NORTH LINE, SOUTH 870 59' 57" EAST, A DISTANCE OF 0.67 FEET TO A POINT OF CUSP OF A NON -TANGENT CURVE CONCAVE SOUTHEASTTHE RADIAL CENTER OF WHICH BEARS SOUTH 021 00' 03" WEST; THENCE SOUTHWESTERLY ALONG SAID CURVE HAVING A RADIUS OF 15.00 FEET THORUGH A CENTRAL ANGLE OF 900 40' 01 " AN ARC DISTANCE OF 23.74 FEET; THENCE SOUTH 01 ° 20' 03" WEST A DISTANCE OF 85.78 FEET TO SOUTH LINE OF SAID LOT; THENCE ALONG SAID SOUTH LINE, NORTH 88° 46' 57" WEST A DISTANCE OF 5.50 TO THE WEST LINE OF SAID LOT AND THE POINT OF BEGINNING. SAID RIGHT OF WAY DEDICATION CONTAINING AN AREA OF 519 SQUARE FEET, MORE OR LESS. THE BASIS OF BEARINGS FOR THIS DEDICATION IS SOUTH 010 20' 03" WEST BEING THE MONUMENTED CENTERLINE OF "R" STREET SE AS DETERMINED BETWEEN 25T" STREET SE (COA MON 1 110-031) AND 29T" STREET SE (COA MON 1 110-038). kw)� �-J7 08/01/2024 Ordinance No. 6958 September 13, 2024 Page 28 of 83 Page 410 of 505 L=31.28', R=19.77' A=90'40'01" "R" PLACE SE S87° 59' 57"E 0.67' L=23.74', R=15.00' A=90'40'01" TAX PARCEL 788910-0160 ADDRESS: 2802 "R" PLACE SE PER STATUTORY WARRANTY DEED REC. NO. 7402220115 w RIGHT OF WAY M M DEDICATION O w L6 519 SQ. FT. ± 00 I..1� Op M LO� O V J oV N �j Z �O�yHVXLE fZ �LLEN G'r . POB SW COR. LN88'57"W LOT 16 5.50' ' I LUT 17 LO,8/01 /2024 SCALE: 1 "=20 FEET 0 10 20 40 EXHIBIT C OF CITY OF AUBURN DEPICTION PUBLIC WORKS DEPARTMENT RIGHT OF WAY DEDICATION TPN 788910-0160 IN NW 1/4 OF THE NW 1/4 OF S 29, T21N, R5E, W.M. Ordinance No. 6958 September 13, 2024 Page 29 of 83 Page 411 of 505 EXHIBIT D TEMPORARY CONSTRUCTION EASEMENT LEGAL DESCRIPTION THAT PORTION OF LOT 16, SOUTHDALE NO. 2, ACCORDING TO THE PLATTHEREOF RECORDED IN VOLUME 74 OF PLATS, PAGE 5, IN KING COUNTY, WASHINGTON, DESCRIBED AS FOLLOWS: COMMENCING ATTHE SOUTHWEST CORNER OF SAID LOT 16, THENCE ALONG THE SOUTH LINE OF SAID LOT 16, SOUTH 88° 46' 57" EAST A DISTANCE OF 5.50 FEET TO THE POINT OF BEGINNING; THENCE LEAVING SAID SOUTH LINE, NORTH 01° 20' 03" EAST DISTANCE OF 85.78 FEET TO A TANGENT CURVE CONCAVE TO THE SOUTHEAST; THENCE NORTHEASTERLY ALONG SAID CURVE HAVING A RADIUS OF 15.00 FEET THORUGH A CENTRAL ANGLE OF 900 40' 01 " AN ARC DISTANCE OF 23.74 FEET TO THE NORTH LINE OF SAID LOT; THENCE ALONG SAID NORTH LINE, SOUTH 870 59' 57" EAST A DISTANCE OF 5.00 FEET TO A POINT OF CUSP OF A NON -TANGENT CURVE CONCAVE SOUTHEASTTHE RADIAL CENTER OF WHICH BEARS SOUTH 021 00' 03" WEST; THENCE SOUTHWESTERLY ALONG SAID CURVE HAVING A RADIUS OF 15.00 FEET THORUGH A CENTRAL ANGLE OF 900 40' 01 " AN ARC DISTANCE OF 23.74 FEET; THENCE SOUTH 010 20' 03" WEST DISTANCE OF 85.71 FEET TO SAID SOUTH LINE; THENCE ALONG SAID SOUTH LINE, NORTH 880 46' 57" WEST A DISTANCE OF 5.00 FEET TO THE POINT OF BEGINNING. SAID EASEMENT CONTAINING AN AREA OF 505 SQUARE FEET, MORE OR LESS. THE BASIS OF BEARINGS FOR THIS EASEMENT IS SOUTH 010 20' 03" WEST BEING THE MONUMENTED CENTERLINE OF "R" STREET SE AS DETERMINED BETWEEN 25T" STREET SE (COA MON 1 110-031) AND 29T" STREET SE (COA MON 1 110-038). Z Lk 08/01/2024 Ordinance No. 6958 September 13, 2024 Page 30 of 83 Page 412 of 505 "R" PLACE SE S 87° 59' 57" E 5.00' R = 15.00' i A=90°40'01" L=23.74 V I TAX PARCEL 788910-0160 ADDRESS: 2802 "R" PLACE SE PER STATUTORY WARRANTY DEED REC. NO. 7402220115 W Lu V I� TEMPORARY V I CONSTRUCTION W I EASEMENT W V I 505 SQ. FT. ± co u' co w C) o M LDCD o Cn 76P S 88° 46' 57" E SW SW COR. L— 5.00' LOT 16 POB 5.50' L��'AL LAND O 1 /2024 ====i SCALE: 1 "=20 FEET 0 10 20 40 EXHIBIT E OF CITY OF AUBURN DEPICTION PUBLIC WORKS DEPARTMENT TEMPORARY CONSTRUCTION EASEMENT TPN 788910-0160 IN NW 1/4 OF THE NW 1/4 OF S 29, T21N, R5E, W.M. Ordinance No. 6958 September 13, 2024 Page 31 of 83 Page 413 of 505 Property Owners: Tax Parcel: Ordinance No. 6958 September 13, 2024 Page 32 of 83 Karl Holmgren Cherie Jacobson 447420-0010 Page 414 of 505 EXHIBIT A PARCEL LEGAL DESCRIPTION Tax Parcel #447420-0010 LOT 1, LYNDE ESTATES ADDITION TO THE CITY OF AUBURN, ACCORDING TO THE PLAT THEREOF RECORDED IN VOLUME 67 OF PLATS OF PAGE 26, RECORDS OF KING COUNTY, WASHINGTON. Ordinance No. 6958 September 13, 2024 Page 33 of 83 Page 415 of 505 LT�4I1LII1 .l RIGHT OF WAY DEDICATION LEGAL DESCRIPTION THE EAST 4.00 FEET OF LOT 1, LYNDE ESTATES ADDITION TO THE CITY OF AUBURN, ACCORDING TO THE PLATTHEREOF RECORDED IN VOLUME 67 OF PLATS AT PAGE 26, RECORDS OF KING COUNTY, WASHINGTON. SAID RIGHT OF WAY DEDICATION CONTAINING AN AREA OF 447 SQUARE FEET, MORE OR LESS. �S, E, Gr . �NAL LAND Las�' 8/01 /2024 Ordinance No. 6958 September 13, 2024 Page 34 of 83 Page 416 of 505 40 L � VOL° p(Ro 2(' TAX PARCEL 447420-0010 ADDRESS: 2809 "R" STREET SE PER STATUTORY WARRANTY DEED REC. NO. 20030630005910 RIGHT OF WAY DEDICATION EAST 4.00 FEET 447 SQ. FT. ± L <,C Ax k�-J7 08/01/2024 U) 0 c 4.00' SCALE: 1 "=20 FEET 0 10 20 40 E crrroF f_* EXHIBIT C CITY OF AUBURN DEPICTION PUBLIC WORKS DEPARTMENT RIGHT OF WAY DEDICATION TPN 447420-0010 IN NE 1/4 OF THE NE 1/4 OF S 30, T21N, R5E, W.M. Ordinance No. 6958 September 13, 2024 Page 35 of 83 Page 417 of 505 EXHIBIT D TEMPORARY CONSTRUCTION EASEMENT LEGAL DESCRIPTION THAT PORTION OF LOT 1, LYNDE ESTATES ADDITION TO THE CITY OF AUBURN, ACCORDING TO THE PLATTHEREOF RECORDED IN VOLUME 67 OF PLATS AT PAGE 26, RECORDS OF KING COUNTY WASHINGTON, DESCRIBED AS FOLLOWS: COMMENCING ATTHE SOUTHEAST CORNER OF SAID LOT 1, THENCE ALONG THE SOUTH LINE OF SAID LOT 1, NORTH 89° 23' 51" WESTA DISTANCE OF 4.00 FEETTO THE POINT OF BEGINNING; THENCE CONTINUING ALONG SAID SOUTH LINE, NORTH 890 23' 51" WESTA DISTANCE OF 5.00 FEET; THENCE LEAVING SAID SOUTH LINE, NORTH 010 20' 03" EASTA DISTANCE OF 5.07 FEET; THENCE NORTH 890 23' 51" WESTA DISTANCE OF 8.38 FEET; THENCE NORTH 020 27' 01" EASTA DISTANCE OF 24.29 FEET; THENCE SOUTH 870 24' 02" EAST A DISTANCE OF 7.91 FEET; THENCE NORTH 010 20' 03" EASTA DISTANCE OF 82.65 FEET TO THE NORTH LINE OF SAID LOT; THENCE ALONG SAID NORTH LINE, SOUTH 890 26' 17" EASTA DISTANCE OF 5.00 FEET; THENCE LEAVING SAID NORTH LINE, SOUTH 010 20' 03" WESTA DISTANCE OF 111.68 FEET TO THE SOUTH LINE OF SAID LOTAND THE POINT OF BEGINNING. SAID EASEMENT CONTAINING AN AREA OF 755 SQUARE FEET, MORE OR LESS. THE BASIS OF BEARINGS FOR THIS EASEMENT IS SOUTH 010 20' 03" WEST BEING THE MONUMENTED CENTERLINE OF "R" STREET SE AS DETERMINED BETWEEN 25TH STREET SE (COA MON 1110-031) AND 29TH STREET SE (COA MON 1110-038). kw jy'�'-�J7 210 1: 1 1 `II ---------------------------- Ordinance No. 6958 September 13, 2024 Page 36 of 83 Page 418 of 505 i L0'r Q�ES ,4V[D ��� LVNIDG ESi VOL 679 TAX PARCEL 447420-0010 ADDRESS: 2809 "R" STREET SE PER STATUTORY WARRANTY DEED REC. NO. 20030630005910 S 89' 26' 17" E 5.00' TEMPORARY CONSTRUCTION EASEMENT 755 SQ. FT. ± - I w �I o I 0 O N O N O Z S 87° 24' 02" E 7.91' w J o� f� N N V N N O Z N89'23'51"W 8' N 01 ° 20' 03" E 5.07' N89'23'51"W 5.00' (0,r 2 0---, Ail.- Y�L-J7 t- 4.00' POB E POC SE COR. LOT 1 SCALE: 1 "=20 FEET 0 10 20 40 EXHIBIT E OF CITY OF AUBURN DEPICTION PUBLIC WORKS DEPARTMENT TEMPORARY CONSTRUCTION EASEMENT TPN 447420-0010 IN NE 1/4 OF THE NE 1/4 OF S 30, T21N, R5E, W.M. Ordinance No. 6958 September 13, 2024 Page 37 of 83 Page 419 of 505 Property Owner: Geri Smith Tax Parcel: 241320-0170 Ordinance No. 6958 September 13, 2024 Page 38 of 83 Page 420 of 505 EXHIBITA PARCEL LEGAL DESCRIPTION Tax Parcel #241320-0170 LOT 34, EVERGREEN ESTATES ADDITION TO THE CITY OF AUBURN, ACCORDING TO THAT PLAT THEREOF RECORDED IN VOLUME 61 OF PLATS AT PAGE 73, RECORDS OF KING COUNTY, WASHINGTON. Ordinance No. 6958 September 13, 2024 Page 39 of 83 Page 421 of 505 EXHIBIT B RIGHT OF WAY DEDICATION LEGAL DESCRIPTION THE EAST 4.00 FEET OF LOT 34, EVERGREEN ESTATES ADDITION TO THE CITY OF AUBURN, ACCORDING TO THE PLAT THEREOF RECORDED IN VOLUME 61 OF PLATS AT PAGE 73, RECORDS OF KING COUNTY, WASHINGTON. SAID RIGHT OF WAY DEDICATION CONTAINING AN AREA OF 404 SQUARE FEET, MORE OR LESS. 08/01/2024 Ordinance No. 6958 September 13, 2024 Page 40 of 83 Page 422 of 505 28TH STREET SE TAX PARCEL 241320-0170 ADDRESS: 1506 28TH STREET SE PER STATUTORY WARRANTY DEED REC. NO. 20070727002173 N O C 2 RIGHT OF WAY DEDICATION EAST 4.00 FEET p 404 SQ. FT. ± I o - o' 4.00' �7 �Do 43� m D I ���� �d Q�VoToDN m VGL° pCo 73 I LOT 4A7FS LYNDE F-� , c,LEN nr VDL° SCALE: 1 "=20 FEET ... NAL LAND 0 10 20 40 L08/01/2024 EXHIBIT C *019M K CITY OF AUBURN DEPICTION PUBLIC WORKS DEPARTMENT RIGHT OF WAY DEDICATION WA3xINGTON TPN 241320-0170 IN NE 1/4 OF THE NE 1/4 OF S 30, T21N, R5E, W.M. Ordinance No. 6958 September 13, 2024 Page 41 of 83 Page 423 of 505 EXHIBIT D TEMPORARY CONSTRUCTION EASEMENT LEGAL DESCRIPTION THAT PORTION OF LOT 34, EVERGREEN ESTATES ADDITION TO THE CITY OF AUBURN, ACCORDING TO THE PLAT THEREOF RECORDED IN VOLUME 61 OF PLATS AT PAGE 73, RECORDS OF KING COUNTY, WASHINGTON, DESCRIBED AS FOLLOWS: COMMENCING ATTHE NORTHEAST CORNER OF SAID LOT 34, THENCE ALONG THE NORTH LINE OF SAID LOT 34, NORTH 89° 31' 50" WEST A DISTANCE OF 4.00 FEET TO THE POINT OF BEGINNING; THENCE LEAVING SAID NORTH LINE, SOUTH 010 20' 03" WEST A DISTANCE OF 101.00 FEET TO THE SOUTH LINE OF SAID LOT; THENCE ALONG SAID SOUTH LINE, NORTH 890 26' 17" WEST A DISTANCE OF 5.00 FEET; THENCE LEAVING SAID SOUTH LINE, NORTH 01° 20' 03" EAST DISTANCE OF 3.26 FEET; THENCE NORTH 880 39' 57" WEST DISTANCE OF 6.19 FEET; THENCE NORTH 020 26' 14" EAST DISTANCE OF 35.01 FEET; THENCE SOUTH 880 39' 57" EAST DISTANCE OF 5.52 FEET; THENCE NORTH 01 ° 20' 03" EAST A DISTANCE OF 62.74 FEET TO THE NORTH LINE OF SAID LOT; THENCE ALONG SAID NORTH LINE, SOUTH 890 31' 50" EAST A DISTANCE OF 5.00 FEET TO THE POINT OF BEGINNING. SAID EASEMENT CONTAINING AN AREA OF 710 SQUARE FEET, MORE OR LESS. THE BASIS OF BEARINGS FOR THIS EASEMENT IS SOUTH 010 20' 03" WEST BEING THE MONUMENTED CENTERLINE OF "R" STREET SE AS DETERMINED BETWEEN 25T" STREET SE (COA MON 1110-031) AND 29TH STREET SE (COA MON 1110-038). LEN O . Y��'AL LAND � L08 01 /2024 Ordinance No. 6958 September 13, 2024 Page 42 of 83 Page 424 of 505 28TH STREET SE N 89' 31' 50" W TAX PARCEL 241320-0170 POB 5.00' POC NE COR. LOT 34 4.00' r 01 1 ADDRESS: 1506 28TH STREET SE PER STATUTORY WARRANTY DEED REC. NO. 20070727002173 w 0 o N TEMPORARY o o� CONSTRUCTION z o EASEMENT V Io 710 SQ. FT. ± L(D4 34 ES rQ4F-s GVERGQ00 -rDOo x 61, pa° 73 co S88°39'57"E to 5.52' II N cIN co Z i N 88° 39' 57" W 6.19' — N 01 ° 20' 03" E 3.26' N 89° 26' 17" W 5.00' L(D4 1 4ss E [EST LVNVVD�T�Dm 26 VDL° 0 p�° SCALE: 1 "=20 FEET 0 10 20 40 E m m �t�LEN nT 08/01/2024 crrroF f_* = EXHIBIT E CITY OF AUBURN DEPICTION PUBLIC WORKS DEPARTMENT TEMPORARY CONSTRUCTION EASEMENT TPN 241320-0170 IN NE 1/4 OF THE NE 1/4 OF S 30, T21N, R5E, W.M. Ordinance No. 6958 September 13, 2024 Page 43 of 83 Page 425 of 505 Property Owners: Tax Parcel: Ordinance No. 6958 September 13, 2024 Page 44 of 83 The Heirs and Devisees of the Estate of Jack V. Bergerson, deceased Jessalyn Bergerson 788910-0010 Page 426 of 505 EXHIBITA PARCEL LEGAL DESCRIPTION Tax Parcel #788910-0010 LOT 1, SOUTHDALE NO.2, ACCORDING TO THE PLAT THEREOF RECORDED IN VOLUME 74 OF PLATS AT PAGE 5, RECORDS OF KING COUNTY, WASHINGTON. Ordinance No. 6958 September 13, 2024 Page 45 of 83 Page 427 of 505 EXHIBIT B RIGHT OF WAY DEDICATION LEGAL DESCRIPTION THAT PORTION OF LOT 1, SOUTHDALE NO. 2, ACCORDING TO THE PLATTHEREOF RECORDED IN VOLUME 74 OF PLATS, PAGE 5, IN KING COUNTY, WASHINGTON, DESCRIBED AS FOLLOWS: COMMENCING ATTHE SOUTHEAST CORNER OF SAID LOT 1, THENCE ALONG THE SOUTH LINE OF SAID LOT 1, NORTH 87° 59' 57" WEST A DISTANCE OF 72.23 FEET TO THE POINT OF BEGINNING; THENCE CONTINUING ALONG SAID SOUTH LINE, NORTH 870 59' 57" WESTA DISTANCE OF 2.77 FEET TO A TANGENT CURVE CONCAVE TO THE NORTHEAST; THENCE NORTHWESTERLY ALONG SAID CURVE HAVING A RADIUS OF 20.23 FEET THROUGH A CENTRAL ANGLE OF 89019' 56" AN ARC DISTANCE OF 31.54 FEET TO THE WEST LINE OF SAID LOT; THENCE ALONG SAID WEST LINE, NORTH 01 ° 20' 03" EAST A DISTANCE OF 75.00 FEET TO THE NORTH LINE OF SAID LOT; THENCE ALONG SAID NORTH LINE, SOUTH 880 00' 06" EAST A DISTANCE OF 3.02 FEET; THENCE LEAVING SAID NORTH LINE, SOUTH 010 20' 46" WEST A DISTANCE OF 75.22 FEET TO A TANGENT CURVE CONAVE TO THE NORTHEAST; THENCE SOUTHEASTERLY ALONG SAID CURVE HAVING A RADIUS OF 20.00 FEET THORUGH A CENTRAL ANGLE OF 890 20' 43" AN ARC DISTANCE OF 31.19 FEET TO THE SOUTH LINE OF SAID LOT AND THE POINT OF BEGINNING. SAID RIGHT OF WAY DEDICATION CONTAINING AN AREA OF 284 SQUARE FEET, MORE OR LESS. THE BASIS OF BEARINGS FOR THIS DEDICATION IS SOUTH 010 20' 03" WEST BEING THE MONUMENTED CENTERLINE OF "R" STREET SE AS DETERMINED BETWEEN 25T" STREET SE (COA MON 1 110-031) AND 29T" STREET SE (COA MON 1 110-038). ............. 201 08/01/2024 Ordinance No. 6958 September 13, 2024 Page 46 of 83 Page 428 of 505 i Or I S88° 00' 06"E SDUT �HDALE 03.02' VOLo 5% D 3' 2g TAX PARCEL 788910-0010 ADDRESS: 2803 "R" PLACE SE LU PER STATUTORY WARRANTY DEED C/) w N REC. NO. 7608230159 M o LO � LLJ LLJ LL Z V o O �f' )LO N co M O/D o RIGHT OF WAY DEDICATION 284 SQ. FT. ± L=31.19', R=20.00' A=89'20'43" POB L=31.54', R=20.23'O A=89' 19'56" �N87'59'57"W 2.77' 7-,�LN rT 08/01/2024 POC SE COR. LOT 1 — N87° 59' 57"W 72.23' "R" PLACE SE SCALE: 1 "=20 FEET 0 10 20 40 crrroF f_* EXHIBIT C CITY OF AUBURN DEPICTION PUBLIC WORKS DEPARTMENT RIGHT OF WAY DEDICATION TPN 788910-0010 IN NW 1/4 OF THE NW 1/4 OF S 29, T21N, R5E, W.M. Ordinance No. 6958 September 13, 2024 Page 47 of 83 Page 429 of 505 EXHIBIT D TEMPORARY CONSTRUCTION EASEMENT LEGAL DESCRIPTION THAT PORTION OF LOT 1, SOUTHDALE NO. 2, ACCORDING TO THE PLATTHEREOF RECORDED IN VOLUME 74 OF PLATS, PAGE 5, IN KING COUNTY, WASHINGTON, DESCRIBED AS FOLLOWS: COMMENCING ATTHE SOUTHEAST CORNER OF SAID LOT 1, THENCE ALONG THE SOUTH LINE OF SAID LOT 1, NORTH 87° 59' 57" WEST A DISTANCE OF 67.23 FEET TO THE POINT OF BEGINNING; THENCE CONTINUING ALONG SAID SOUTH LINE, NORTH 870 59' 57" WEST, A DISTANCE OF 5.00 FEET TO A TANGENT CURVE CONCAVE TO THE NORTHEAST; THENCE NORTHWESTERLY ALONG SAID CURVE HAVING A RADIUS OF 20.00 FEET THROUGH A CENTRAL ANGLE OF 890 20' 43" AN ARC DISTANCE OF 31.19 FEET; THENCE NORTH 01 ° 20' 46" EAST A DISTANCE OF 75.22 FEET TO THE NORTH LINE OF SAID LOT; THENCE ALONG SAID NORTH LINE, SOUTH 880 00' 06" EAST A DISTANCE OF 5.00 FEET; THENCE LEAVING SAID NORTH LINE, SOUTH 010 20' 46" WEST A DISTANCE OF 11.85 FEET; THENCE NORTH 900 00' 00" EAST A DISTANCE OF 7.83 FEET; THENCE SOUTH 000 02' 19" WEST A DISTANCE OF 26.00 FEET, - THENCE NORTH 870 57' 41" WEST DISTANCE OF 8.42 FEET; THENCE SOUTH 01 ° 20' 46" WEST A DISTANCE OF 37.37 FEET TO A TANGENT CURVE CONCAVE TO THE NORTHEAST; THENCE SOUTHEASTERLY ALONG SAID CURVE HAVING A RADIUS OF 20.00 FEET THORUGH A CENTRAL ANGLE OF 890 20' 43" AN ARC DISTANCE OF 31.19 FEET TO THE SOUTH LINE OF SAID LOT AND THE POINT OF BEGINNING. SAID EASEMENT CONTAINING AN AREA OF 686 SQUARE FEET, MORE OR LESS. THE BASIS OF BEARINGS FOR THIS EASEMENT IS SOUTH 010 20' 03" WEST BEING THE MONUMENTED CENTERLINE OF "R" STREET SE AS DETERMINED BETWEEN 25T" STREET SE (COA MON 1 110-031) AND 29T" STREET SE (COA MON 1 110-038). O: Ordinance No. 6958 ��NAL LAND � September 13, 2024 LO 8/01/2024 Page 48 of 83 Page 430 of 505 L0'T1 S 88° 00' 06" E 5.00' VOL[ 9A p a ° 2s l i I S 01 ° 20' 46" W 11.85' N 90°00'00" E 7.83' w TAX PARCEL 788910-0010 6, ADDRESS: 2803 "R" PLACE SE W r PER STATUTORY WARRANTY DEED (/) NI N REC. NO. 7608230159 LO o �I Cl) Lu w Lu J TEMPORARY f� CONSTRUCTION 8.42' EASEMENT (n of N 870 57' 41" W 686 SQ. FT. ± z � M Wr R = 20.00' = 890 20' 43" \� L=31.19' \ POB 5.00' <j- kwA �-J7 i 08/01/2024 POC SE COR. LOT 1 — 67.23' N 87° 59' 57" W "R" PLACE SE SCALE: 1 "=20 FEET 0 10 20 40 EXHIBIT E OF CITY OF AUBURN DEPICTION PUBLIC WORKS DEPARTMENT TEMPORARY CONSTRUCTION EASEMENT TPN 788910-0010 IN NW 1/4 OF THE NW 1/4 OF S 29, T21N, R5E, W.M. Ordinance No. 6958 September 13, 2024 Page 49 of 83 Page 431 of 505 Property Owners: Tax Parcel: Ordinance No. 6958 September 13, 2024 Page 50 of 83 Ira B. Frank Maureen Y. Frank 788900-0005 Page 432 of 505 EXHIBIT A PARCEL LEGAL DESCRIPTION Tax Parcel #788900-0005 LOT 1, SOUTHDALE ADDITION TO AUBURN, ACCORDING TO THE PLAT THEREOF RECORDED IN VOLUME 59 OF PLATS AT PAGE 25, RECORDS OF KING COUNTY, WASHINGTON. Ordinance No. 6958 September 13, 2024 Page 51 of 83 Page 433 of 505 L*3:113ti3 RIGHT OF WAY DEDICATION LEGAL DESCRIPTION THAT PORTION OF LOT 1, SOUTHDALE ADDITION TO AUBURN, ACCORDING TO THE PLAT THEREOF RECORDED IN VOLUME 59 OF PLATS AT PAGE 25, RECORDS OF KING COUNTY, WASHINGTON, DESCRIBED AS FOLLOWS: BEGINNING AT THE SOUTHWEST CORNER OF SAID LOT 1, THENCE ALONG THE SOUTH LINE OF SAID LOT 1, SOUTH 880 00' 06" EAST A DISTANCE OF 3.02 FEET; THENCE LEAVING SAID SOUTH LINE, NORTH 01° 20' 46" EAST DISTANCE OF 89.89 FEET TO A TANGENT CURVE CONCAVE TO THE SOUTHEAST; THENCE NORTHEASTERLY ALONG SAID CURVE HAVING A RADIUS OF 10.00 FEET THROUGH A CENTRAL ANGLE OF 900 39' 08" AN ARC DISTANCE OF 15.82 FEET TO THE NORTH LINE OF SAID LOT; THENCE ALONG SAID NORTH LINE, NORTH 88° 00' 06" WEST A DISTANCE OF 13.15 FEET TO THE WEST LINE OF SAID LOT; THENCE ALONG SAID WEST LINE, SOUTH 01 ° 20' 03" WESTA DISTANCE OF 100.00 FEET TO THE SOUTH LINE OF SAID LOTAND THE POINT OF BEGINNING. SAID RIGHT OF WAY DEDICATION CONTAINING AN AREA OF 325 SQUARE FEET, MORE OR LESS. THE BASIS OF BEARINGS FOR THIS DEDICATION IS SOUTH 010 20' 03" WEST BEING THE MONUMENTED CENTERLINE OF "R" STREET SE AS DETERMINED BETWEEN 25T" STREET SE (COA MON 1 110-031) AND 29T" STREET SE (COA MON 1 110-038). ---- ------- --------------------------- Ordinance No. 6958 September 13, 2024 Page 52 of 83 Page 434 of 505 28TH STREET SE N88° 00' 06"W 13.15' L=15.82', R=10.00' A=90'39'08" TAX PARCEL 788900-0005 ADDRESS: 1602 28th ST SE PER STATUTORY WARRANTY DEED REC. NO. 7204140046 � RIGHT OF WAY � DEDICATION o co 325 SQ. FT.co ± W o N W CD LOT it W N CD W LL O Z SOUyN� VALE VOL,Cn �g9 pro POB S 88' 00' 06" E SW COR. LOT 1 3.02' DO 0 ..tiLEN Gr, ^-�UVHDQLG �Do ,VOLo !1 49 p(3o 5 --�rL kw 'Y.�Z-.J7 SCALE: 1 "=20 FEET 0 10 20 40 NAL LAND Loss= 8/01 /2024 EXHIBIT C OF CITY OF AUBURN DEPICTION PUBLIC WORKS DEPARTMENT RIGHT OF WAY DEDICATION TPN 788900-0005 IN NW 1/4 OF THE NW 1/4 OF S 29, T21N, R5E, W.M. Ordinance No. 6958 September 13, 2024 Page 53 of 83 Page 435 of 505 L*A:113yi17 TEMPORARY CONSTRUCTION EASEMENT LEGAL DESCRIPTION THAT PORTION OF LOT 1, SOUTHDALE ADDITION TO AUBURN, ACCORDING TO THE PLAT THEREOF RECORDED IN VOLUME 59 OF PLATS AT PAGE 25, RECORDS OF KING COUNTY, WASHINGTON, DESCRIBED AS FOLLOWS: COMMENCING AT THE NORTHEAST CORNER OF SAID LOT 1, THENCE ALONG THE NORTH LINE OF SAID LOT 1, NORTH 88° 00' 06" WEST A DISTANCE OF 76.85 FEET TO THE POINT OF BEGINNING; THENCE CONTINUING ALONG SAID NORTH LINE, NORTH 880 00' 06" WEST, A DISTANCE OF 5.00 FEET TO A TANGENT CURVE CONCAVE TO THE SOUTHEAST; THENCE SOUTHWESTERLY ALONG SAID CURVE HAVING A RADIUS OF 10.00 FEET THROUGH A CENTRAL ANGLE OF 900 39' 08" AN ARC DISTANCE OF 15.82 FEET; THENCE SOUTH 01 ° 20' 46" WEST, A DISTANCE OF 89.89 FEET TO THE SOUTH LINE OF SAID LOT; THENCE ALONG SAID SOUTH LINE, SOUTH 88° 00' 06" EAST A DISTANCE OF 5.00 FEET; THENCE LEAVING SAID SOUTH LINE, NORTH 01° 20' 46" EAST DISTANCE OF 89.89 FEET TO A TANGENT CURVE CONCAVE TO THE SOUTHEAST; THENCE NORTHEASTERLY ALONG SAID CURVE HAVING A RADIUS OF 10.00 FEET THROUGH A CENTRAL ANGLE OF 900 39' 08" AN ARC DISTANCE OF 15.82 FEET TO THE NORTH LINE OF SAID LOT AND THE POINT OF BEGINNING. SAID EASEMENT CONTAINING AN AREA OF 500 SQUARE FEET, MORE OR LESS. THE BASIS OF BEARINGS FOR THIS EASEMENT IS SOUTH 010 20' 03" WEST BEING THE MONUMENTED CENTERLINE OF "R" STREET SE AS DETERMINED BETWEEN 25TH STREET SE (COA MON 1110-031) AND 29TH STREET SE (COA MON 1110-038). vi 40 � o , 1: 1 1 �' iiiiiiiiiiiiiA11 Ordinance No. 6958 September 13, 2024 Page 54 of 83 Page 436 of 505 28TH STREET SE 5.00' POB N 88' 00' 06" W 76.85' POC NE COR. R = 10.00' LOT 1 A = 90' 39' 08" L = 15.82' TAX PARCEL 788900-0005 ADDRESS: 1602 28th ST SE PER STATUTORY WARRANTY DEED REC. NO. 7204140046 TEMPORARY a� CONSTRUCTION w � EASEMENT () 00 500 SQ. FT.OR ± w w io w v CMLOT' � O O Cn co VOL, A Pa i S V, N08/01/2024 S 88' 00' 06" E L133'T 1 �0U yHaLE pC o � V OL, !1 49 SCALE: 1 "=20 FEET 0 10 20 40 EXHIBIT E OF CITY OF AUBURN DEPICTION PUBLIC WORKS DEPARTMENT TEMPORARY CONSTRUCTION EASEMENT TPN 788900-0005 IN NW 1/4 OF THE NW 1/4 OF S 29, T21N, R5E, W.M. Ordinance No. 6958 September 13, 2024 Page 55 of 83 Page 437 of 505 Property Owner: Tax Parcel: Ordinance No. 6958 September 13, 2024 Page 56 of 83 Bible Chapel, Inc 292105-9037 Page 438 of 505 EXHIBITA PARCEL LEGAL DESCRIPTION Tax Parcel #292105-9037 BEGINNING AT POINT ON THE WEST LINE OF SECTION 29, TOWNSHIP 21 NORTH, RANGE 5 EAST, W.M., RECORDS OF KING COUNTY, WASHINGTON, SOUTH 1-19'00" EAST, 273.63 FEET FROM THE NORTHWEST CORNER OF SAID SECTION; THENCE SOUTH 1'19'00" EAST ALONG SAID WEST LINE 327.77 FEET; THENCE NORTH 75'05'15" EAST 450.26 FEET; THENCE NORTH 28°07'30" WEST 150.00 FEET; THENCE NORTH 0141'00" WEST 145.00 FEET; THENCE SOUTH 80°08'22" WEST 382.05 FEET TO THE POINT OF BEGINNING. LESS THE NORTHERLY 160 FEET LYING EASTERLY OF THE WESTERLY 224 FEET. EXCEPT ROADS AND EXCEPT THAT PORTION THEREOF LYING SOUTHERLY OF THE FOLLOWING DESCRIBED LINE: BEGINNING ATA POINT ON THE WEST LINE OF SAID SECTION 29 FROM WHICH THE NORTHWEST CORNER OF SAID SECTION BEARS NORTH A DISTANCE OF 598.67; THENCE NORTH 75132'20" EAST 30.98 FEETTO A POINT ON THE EAST LINE OF 100TH AVENUE SOUTHEAST (SOMETIMES REFERRED TO AS R STREET SOUTHEAST) WHICH POINT IS THE TRUE POINT OF BEGINNING; THENCE CONTINUING NORTH 75°32'20" EAST 419.21 FEETALONG WHICH LINE IS LOCATED AN EXISTING WIRE FENCE AND THE PRODUCTION THEREOF EASTERLYTO THE EXISTING STAKE WHICH MARKS THE EASTERLY TERMINUS OF SAID LINE. LESS THAT PORTION OF GOVERNMENT LOT 4 IN SECTION 29, TOWNSHIP 21 NORTH, RANGE 5 EAST, W.M., DESCRIBED AS FOLLOWS: BEGINNING AT THE NORTHWEST CORNER OF LOT 38, SOUTHDALE AS RECORDED IN VOLUME 59 OF PLATS AT PAGE 25, RECORDS OF KING COUNTY, WASHINGTON; THENCE NORTH A DISTANCE OF 14.00 FEET; THENCE NORTH 83°23'47" EAST 93.62 FEET TO THE NORTHEAST CORNER OF SAID LOT 38; THENCE SOUTH 75105'15 WEST 96.24 FEETTO THE POINT OF BEGINNING. (ALSO KNOWN AS LOT B, LOT LINE ADJUSTMENT NO. LLA-0004-98, RECORDED UNDER RECORDING NO. 9806031697, RECORDS OF KING COUNTY, WASHINGTON.) Ordinance No. 6958 September 13, 2024 Page 57 of 83 Page 439 of 505 EXHIBIT B PERMANENT SLOPE EASEMENT LEGAL DESCRIPTION THAT PORTION OF THAT PORTION OF LOT B, LOT LINE ADJUSTMENT NO. LLA-0004-98, RECORDED UNDER RECORDING NO. 9806031697, RECORDS OF KING COUNTY, WASHINGTON, IN THE NORTHWEST QUARTER OF THE NORTHWEST QUARTER OF SECTION 29, TOWNSHIP 21 NORTH, RANGE 5 EAST, W.M., DESCRIBED AS FOLLOWS: BEGINNING ATTHE NORTHWEST CORNER OF SAID LOT B, THENCE ALONG THE NORTH LINE OF SAID LOT B, NORTH 810 28' 25" EAST A DISTANCE OF 10.15 FEET; THENCE LEAVING SAID NORTH LINE, SOUTH 010 20' 03" WEST A DISTANCE OF 21.26 FEET; THENCE NORTH 880 39' 57" WESTA DISTANCE OF 10.00 FEET TO THE WEST LINE OF SAID LOT; THENCE ALONG SAID WEST LINE, NORTH 01 ° 20' 03" EASTA DISTANCE OF 19.52 FEET TO THE NORTH LINE OF SAID LOTAND THE POINT OF BEGINNING. SAID EASEMENT CONTAINING AN AREA OF 204 SQUARE FEET, MORE OR LESS. THE BASIS OF BEARINGS FOR THIS EASEMENT IS SOUTH 010 20' 03" WEST BEING THE MONUMENTED CENTERLINE OF "R" STREET SE AS DETERMINED BETWEEN 25T" STREET SE (COA MON 1 110-031) AND 29T" STREET SE (COA MON 1 110-038). xil A& Y�L-J7 08/01/2024 Ordinance No. 6958 September 13, 2024 Page 58 of 83 Page 440 of 505 N81°28'25"E POB 10.15 NW COR. I LOT B w � c-> MO <V Zo O O In N O N O N N O O Z Cn PERMANENT SLOPE EASEMENT 204 SQ. FT. ± N 88° 39' 57" W 10.00, w Cn w w I LD- 30.00' I Cn o0o�og o (ODQ ��Qo I ND° g o 0����1 �g� I TAX PARCEL 292105-9037 ADDRESS: 2606 R STREET SE PER STATUTORY WARRANTY DEED REC. NO. 9511081367 I ^�,LEN Gr SCALE: 1 "=20 FEET `"�►'AL LAND 0 10 20 40 L8o /01 /20 244 EXHIBIT C OF CITY OF AUBURN DEPICTION PUBLIC WORKS DEPARTMENT PERMANENT SLOPE EASEMENT TPN 292105-9037 IN NW 1/4 OF THE NW 1/4 OF S 29, T21N, R5E, W.M. ---------------------------- Ordinance No. 6958 September 13, 2024 Page 59 of 83 Page 441 of 505 EXHIBIT D TEMPORARY CONSTRUCTION EASEMENT LEGAL DESCRIPTION THAT PORTION OF LOT B, LOT LINE ADJUSTMENT NO. LLA-0004-98, RECORDED UNDER RECORDING NO. 9806031697, RECORDS OF KING COUNTY, WASHINGTON, IN THE NORTHWEST QUARTER OF THE NORTHWEST QUARTER OF SECTION 29, TOWNSHIP 21 NORTH, RANGE 5 EAST, W.M., DESCRIBED AS FOLLOWS: COMMENCING ATTHE NORTHWEST CORNER OF SAID LOT B, THENCE ALONG THE WEST LINE OF SAID LOT B, SOUTH 01° 20' 03" WEST A DISTANCE OF 44.75 FEET TO THE POINT OF BEGINNING; THENCE CONTINUING ALONG SAID WEST LINE, SOUTH 010 20' 03" WESTA DISTANCE OF 50.00 FEET; THENCE LEAVING SAID WEST LINE, SOUTH 880 39' 57" EAST A DISTANCE OF 15.30 FEET; THENCE NORTH 01 ° 20' 03" EAST A DISTANCE OF 50.00 FEET; THENCE NORTH 880 39' 57" WESTA DISTANCE OF 15.30 FEET TO SAID WEST LINE AND THE POINT OF BEGINNING. SAID EASEMENT CONTAINING AN AREA OF 765 SQUARE FEET, MORE OR LESS. THE BASIS OF BEARINGS FOR THIS EASEMENT IS SOUTH 010 20' 03" WEST BEING THE MONUMENTED CENTERLINE OF "R" STREET SE AS DETERMINED BETWEEN 25T" STREET SE (COA MON 1 110-031) AND 29TH STREET SE (COA MON 1 110-038). ,t,LEN r *AL LAND 08/01 /2024 --------------------------- Ordinance No. 6958 September 13, 2024 Page 60 of 83 Page 442 of 505 30.00' POC NW COR. LOT B in v v �o TAX PARCEL 292105-9037 ADDRESS: 2606 R STREET SE I°V PER STATUTORY WARRANTY DEED REC. NO. 9511081367 LLI N 88° 39' 57" W Lu POB 15.30' LV TEMPORARY CONSTRUCTION EASEMENT b 765 SQ. FT. ± 0 0 _ o 0 6 w C) ih O N 07 CD fn Z Oo Q �L ° o0 0448 0603169)7 30.00' 1 15.30' S 88° 39' 57" E ^j LEN 0 ---I AlL Y.�z-.J7 08/01/2024 Crrr of"'A 1 WASAINGTON Ordinance No. 6958 September 13, 2024 Page 61 of 83 SCALE: 1 "=20 FEET 0 10 20 40 EXHIBIT E CITY OF AUBURN DEPICTION PUBLIC WORKS DEPARTMENT TEMPORARY CONSTRUCTION EASEMENT TPN 292105-9037 IN NW 1/4 OF THE NW 1/4 OF S 29, T21N, R5E, W.M. Page 443 of 505 Property Owners: Tax Parcel: Ordinance No. 6958 September 13, 2024 Page 62 of 83 Fernando Lujan Velasquez Nancy Lujan 292105-9060 Page 444 of 505 EXHIBIT A PARCEL LEGAL DESCRIPTION Tax Parcel #292105-9060 THAT PORTION OF GOVERNMENT LOT 4, SECTION 29, TOWNSHIP 21 NORTH, RANGE 5 EAST, W.M., RECORDS OF KING COUNTY, WASHINGTON, DESCRIBED AS FOLLOWS: BEGINNING ON A POINT ON THE WEST LINE OF SECTION 29, TOWNSHIP 21 NORTH, RANGE 5 EAST, W.M., 148 FEET SOUTH OF THE NORTHWEST CORNER; THENCE SOUTH 125.63 FEET; THENCE NORTH 80008'23" EAST 382.05 FEET; THENCE NORTH 00041'00" WEST 55 FEET; THENCE NORTH 89013'00" WEST 376.26 FEET MORE OR LESS TO BEGINNING, LESS ROAD. Ordinance No. 6958 September 13, 2024 Page 63 of 83 Page 445 of 505 EXHIBIT B PERMANENT SLOPE EASEMENT LEGAL DESCRIPTION THAT PORTION OF PARCEL "A" DESCRIBED IN STATUTORY WARRANTY DEED RECORDED UNDER KING COUNTY RECORDING NUMBER 20210910001899 AND AS DEPCICTED ON RECORD OF SURVEY RECORDED UNDER RECORDING NUMBER 20220512900003, BEING A PORTION OF GOVERNMENT LOT 4, SECTION 29, TOWNSHIP 21 NORTH, RANGE 5 EAST, W.M., IN KING COUNTY WASHINGTON, DESCRIBED AS FOLLOWS: BEGINNING ATTHE SOUTHWEST CORNER OF SAID PARCEL "A," ALSO BEING A POINT ON THE EAST RIGHT OF WAY MARGIN OF "R" STREET SE; THENCE ALONG THE WEST LINE OF SAID PARCEL"A," NORTH 01 ° 20' 03" EAST A DISTANCE OF 120.36 FEET, MORE OR LESS, TO THE NORTH LINE OF SAID PARCEL; THENCE ALONG SAID NORTH LINE, SOUTH 880 33' 25" EAST A DISTANCE OF 10.00 FEET; THENCE LEAVING SAID NORTH LINE, SOUTH 010 19' 40" WEST A DISTANCE OF 28.23 FEET; THENCE SOUTH 850 04' 47" WESTA DISTANCE OF 8.34 FEET; THENCE SOUTH 000 18' 27" WESTA DISTANCE OF 12.30 FEET, - THENCE NORTH 750 32' 16" EAST DISTANCE OF 8.38 FEET; THENCE SOUTH 01 ° 20' 03" WESTA DISTANCE OF 79.44 FEET, MORE OR LESS, TO THE SOUTH LINE OF SAID PARCEL; THENCE ALONG SAID SOUTH LINE, SOUTH 810 28' 25" WEST A DISTANCE OF 10.15 FEET TO SAID WEST LINE AND THE POINT OF BEGINNING. SAID EASEMENT CONTAINING AN AREA OF 1,099 SQUARE FEET, MORE OR LESS. THE BASIS OF BEARINGS FOR THIS EASEMENT IS SOUTH 010 20' 03" WEST BEING THE MONUMENTED CENTERLINE OF "R" STREET SE AS DETERMINED BETWEEN 25TH STREET SE (COA MON 1110-031) AND 29TH STREET SE (COA MON 1110-038). ---------------------------- 08/01 /2024 Ordinance No. 6958 September 13, 2024 Page 64 of 83 Page 446 of 505 10.00' S 88' 33' 25" E M N 00 N L1 = S 85'04'47" W 8.34' 0 v °' L2 = S 00' 18'27" W 12.30' J� L3 = N 75'32'16" E 8.38' L1 N J L3 TAX PARCEL 292105-9060 ADDRESS: VACANT PARCEL W PER STATUTORY WARRANTY DEED (n REC. NO. 20210910001899 M Lu N W w 30.00' C=CY) :) PERMANENT SLOPE b EASEMENT `'4 1,099 SQ. FT. ± ry o _LL Z � D (DIP co O �ec, POB SW COR. PARCEL "A" S81°28'25"W kt&SCALE. 1 "=20 FEET ��. 0 10 20 40 `"NAL LAND LO �8/01 I/2024 EXHIBIT C OF CITY OF AUBURN DEPICTION PUBLIC WORKS DEPARTMENT PERMANENT SLOPE EASEMENT TPN 292105-9060 IN NW 1/4 OF THE NW 1/4 OF S 29, T21N, R5E, W.M. Ordinance No. 6958 September 13, 2024 Page 65 of 83 Page 447 of 505 Property Owner: Tax Parcel: Ordinance No. 6958 September 13, 2024 Page 66 of 83 Mailene B. Anonuevo-Smith 192105-9212 Page 448 of 505 EXHIBIT A PARCEL LEGAL DESCRIPTION Tax Parcel #192105-9212 THE EAST 130 FEET OF THE SOUTH 132 FEET OF THE SOUTHEAST QUARTER OF THE SOUTHEAST QUARTER OF SECTION 19, TOWNSHIP 21 NORTH, RANGE 5 EAST, W.M., RECORDS OF KING COUNTY, WASHINGTON. EXCEPT THE EAST 20 FEET. AND EXCEPT THE SOUTH 30 FEET FOR ROADS. AND ALSO THAT PORTION CONVEYED TO THE CITY OF AUBURN BY DEED RECORDED UNDER RECORDING NO. 9211250270. Ordinance No. 6958 September 13, 2024 Page 67 of 83 Page 449 of 505 EXHIBIT B RIGHT OF WAY DEDICATION LEGAL DESCRIPTION THE EAST 5.10 FEET OF THE FOLLOWING DESCRIBED PROPERTY: THE EAST 130 FEET OF THE SOUTH 132 FEET OF THE SOUTHEAST QUARTER OF THE SOUTHEAST QUARTER OF SECTION 19, TOWNSHIP 21 NORTH, RANGE 5 EAST, W.M., RECORDS OF KING COUNTY, WASHINGTON; EXCEPT THE EAST20 FEET; EXCEPT THE SOUTH 30 FEET FOR ROADS; EXCEPTTHAT PORTION CONVEYED TO THE CITY OF AUBURN BY DEED RECORDED UNDER RECORDING NUMBER 9211250270. SAID RIGHT OF WAY DEDICATION CONTAINING AN AREA OF 520 SQUARE FEET, MORE OR LESS. 20 08/01/2024\ Ordinance No. 6958 September 13, 2024 Page 68 of 83 Page 450 of 505 07 (OOQ LLp0o 0021 o91 SE(O❑ NOo g i112310soo Oo 5.10' RIGHT OF WAY DEDICATION EAST 5.10 FEET 520 SQ. FT. ± TAX PARCEL 192105-9212 ADDRESS: 1525 25TH STREET SE PER STATUTORY WARRANTY DEED REC. NO. 20040720002852 5.10' 130' 25TH STREET SE i A x Y�L- J7 i � S I 25.50' T— — — 20.00' I I i I 0 N I I 20.00' L — — 5.50' TO CITY PER DEED 9211250270 E w I 0 6 0 19 20 SE COR. SEC. 19, 29 T21 N, R5E, WM COA MON 1110-031 SCALE: 1 "=30 FEET 0 15 30 60 crrroF J_* = EXHIBIT C CITY OF AUBURN DEPICTION PUBLIC WORKS DEPARTMENT RIGHT OF WAY DEDICATION WASHINGTON TPN 192105-9212 IN SE 1/4 OF THE SE 1/4 OF S 19, T21N, R5E, W.M. Ordinance No. 6958 September 13, 2024 Page 69 of 83 Page 451 of 505 EXHIBIT D TEMPORARY CONSTRUCTION EASEMENT LEGAL DESCRIPTION THE WEST 9.50 FEET OF THE EAST 14.60 FEET OF THE FOLLOWING DESCRIBED PROPERTY: THE EAST 130 FEET OF THE SOUTH 132 FEET OF THE SOUTHEAST QUARTER OF THE SOUTHEAST QUARTER OF SECTION 19, TOWNSHIP 21 NORTH, RANGE 5 EAST, W.M., RECORDS OF KING COUNTY, WASHINGTON; EXCEPT THE EAST20 FEET; EXCEPT THE SOUTH 30 FEET FOR ROADS; EXCEPTTHAT PORTION CONVEYED TO THE CITY OF AUBURN BY DEED RECORDED UNDER RECORDING NUMBER 9211250270. SAID EASEMENT CONTAINING AN AREA OF 969 SQUARE FEET, MORE OR LESS. ��1L 1: 1 1 ��� ��wuiiiiiiiiiui/j Ordinance No. 6958 September 13, 2024 Page 70 of 83 Page 452 of 505 LOT' (C° O�Q0�0� �0�00 OoQ 14.60' TEMPORARY CONSTRUCTION EASEMENT WEST 9.50' OF EAST 14.60' 969 SQ. FT. ± TAX PARCEL 192105-9212 ADDRESS: 1525 25TH STREET SE PER STATUTORY WARRANTY DEED REC. NO. 20040720002852 130' 25TH STREET SE i D 08/01/2024 25.50' fir--- 20.00' 5.50' TO CITY PER DEED 9211250270 /v /) 0 N m m m w I 0 0 0 19 20 SE COR. SEC. 19, 29 T21 N, R5E, WM COA MON 1110-031 SCALE: 1 "=30 FEET 0 15 30 60 crrroF f_* EXHIBIT E CITY OF AUBURN DEPICTION PUBLIC WORKS DEPARTMENT TEMPORARY CONSTRUCTION EASEMENT WASxINGTON TPN 192105-9212 IN SE 1/4 OF THE SE 1/4 OF S 19, T21N, R5E, W.M. Ordinance No. 6958 September 13, 2024 Page 71 of 83 Page 453 of 505 Property Owners: Tax Parcel: Ordinance No. 6958 September 13, 2024 Page 72 of 83 Jose M. Martinez Lopez Adilene Rodriquez Valazquez 192105-9179 Page 454 of 505 EXHIBIT A PARCEL LEGAL DESCRIPTION Tax Parcel #192105-9179 THE NORTH 198 FEET OF THE SOUTH 330 FEET OF THE EAST 330 FEET OF THE SOUTHEAST QUARTER OF THE SOUTHEAST QUARTER OF SECTION 19, TOWNSHIP 21 NORTH, RANGE 5 EAST, W.M., RECORDS OF KING COUNTY, WASHINGTON. EXCEPT THAT PORTION DESCRIBED AS FOLLOWS: COMMENCING AT THE NORTHEAST CORNER OF THE SOUTHEAST QUARTER OF THE SOUTHEAST QUARTER OF SECTION 19, TOWNSHIP 21 NORTH, RANGE 5 EAST, W.M., RECORDS OF KING COUNTY, WASHINGTON; THENCE SOUTH 0'00'19" EAST ALONG THE EAST LINE OF SAID SUBDIVISION 992.66 FEET TO THE CENTERLINE OF 24TH STREET SOUTHEAST; THENCE SOUTH 89039'41" WEST 330 FEET; THENCE SOUTH 0'00'19" EAST 30 FEETTO THE SOUTH LINE OF 24TH STREET SOUTHEAST; THENCE NORTH 89039'41" EAST ALONG THE SOUTH LINE 90.60 FEETTO THE TRUE POINT OF BEGINNING; THENCE CONTINUING NORTH 89°39'41" EAST 121.48; THENCE SOUTH 0000'19" EAST 56 FEET; THENCE SOUTH 89°39'41' WEST 48.28 FEET; THENCE SOUTH 0000'19" EAST 112.00 FEET; THENCE SOUTH 85039'41" WEST 73.20 FEET; THENCE NORTH 0000'19" WEST 168.00 FEETTO THE TRUE POINT OF BEGINNING. ALSO EXCEPTTHE SOUTH 132 FEET THEREOF. ALSO EXCEPTTHE WEST90.6 FEET THEREOF. ALSO EXCEPT ANY PORTION LYING WITHIN R STREET SOUTHEAST. ALSO EXCEPT ANY PORTION LYING WITHIN 24TH STREET SOUTHEAST. (BEING A PORTION OF LOT B, LOT LINE ADJUSTMENT NO. 0021-91, RECORDED UNDER RECORDING NO. 9112310500, RECORDS OF KING COUNTY, WASHINGTON.) Ordinance No. 6958 September 13, 2024 Page 73 of 83 Page 455 of 505 EXHIBIT B RIGHT OF WAY DEDICATION LEGAL DESCRIPTION THE EAST 5.10 FEET OF LOT B, LOT LINE ADJUSTMENT NO. LLA0021-91, RECORDED UNDER RECORDING NO. 9112310500 RECORDS OF KING COUNTY, WASHINGTON. SAID RIGHT OF WAY DEDICATION CONTAINING AN AREA OF 861 SQUARE FEET, MORE OR LESS. kw jy�L-J7 V, -"-U*A;A '.- I 08/01/2024 Ordinance No. 6958 September 13, 2024 Page 74 of 83 Page 456 of 505 24TH STREET SE ' 25.50' 5.10' O c o I RIGHT OF WAY DEDICATION Cl EAST 5.10 FEET 861 SQ. FT. ± m - m D U) I � O> TI TAX PARCEL 192105-9179 io DTI ADDRESS: 2405 R STREET SE - M PER STATUTORY WARRANTY DEED REC. NO. 20190531001110 0 m O O I 5.10' �LLEN Gr _ 25.50' I I SCALE: 1 "=30 FEET "�'AL LAND J 08/01/2024 0 15 30 60 crrroF f_* EXHIBIT C CITY OF AUBURN DEPICTION LAPUBLIC WORKS DEPARTMENT RIGHT OF WAY DEDICATION WASxINGTON TPN 192105-9179 IN SE 1/4 OF THE SE 1/4 OF S 19, T21N, R5E, W.M. ---------------------------- Ordinance No. 6958 September 13, 2024 Page 75 of 83 Page 457 of 505 f*A:113Ill i/7 TEMPORARY CONSTRUCTION EASEMENT LEGAL DESCRIPTION THE WEST 9.50 FEET OF THE EAST 14.60 FEET OF LOT B, LOT LINE ADJUSTMENT NO. LLA0021-91, RECORDED UNDER RECORDING NO. 9112310500 RECORDS OF KING COUNTY, WASHINGTON. SAID EASEMENT CONTAINING AN AREA OF 1,605 SQUARE FEET, MORE OR LESS. Ordinance No. 6958 September 13, 2024 Page 76 of 83 Page 458 of 505 24TH STREET SE ' 25.50' / I 0 c 0 0 0 c0 I� N rn PO V TAX PARCEL 192105-9179 f ADDRESS: 2405 R STREET SE I D PER STATUTORY WARRANTY DEED REC. NO. 20190531001110 0 rn LOT Ci / cu 0o0o�ilogil I � (COQ L Q 0g0o Oo �N�r.,,� / I --�140,04 Ajllw, 9.50' 14.60' TEMPORARY CONSTRUCTION EASEMENT WEST 9.50' OF EAST 14.60' 1,605 SQ. FT. ± I 25.50' I SCALE: 1 "=30 FEET 0 15 30 60 E U) m m crrroF J_* = EXHIBIT E CITY OF AUBURN DEPICTION PUBLIC WORKS DEPARTMENT TEMPORARY CONSTRUCTION EASEMENT WASHINGTON TPN 192105-9179 IN SE 1/4 OF THE SE 1/4 OF S 19, T21N, R5E, W.M. Ordinance No. 6958 September 13, 2024 Page 77 of 83 Page 459 of 505 Property Owner: Tax Parcel: Ordinance No. 6958 September 13, 2024 Page 78 of 83 T. Lindsay Howard 292105-9031 Page 460 of 505 EXHIBIT A PARCEL LEGAL DESCRIPTION Tax Parcel #292105-9031 BEGINNING ATTHE NORTHWEST CORNER OF SECTION 29, TOWNSHIP 21 NORTH, RANGE 5 EAST, W.M., RECORDS OF KING COUNTY, WASHINGTON; THENCE SOUTH 1°19'00" EAST 148 FEET; THENCE SOUTH 89013'00" EAST 372.36 FEET; THENCE NORTH 00041'00" WEST 148 FEET; THENCE WESTTO THE POINT OF BEGINNING. EXCEPT COUNTY ROAD. Ordinance No. 6958 September 13, 2024 Page 79 of 83 Page 461 of 505 EXHIBIT B PERMANENT SLOPE EASEMENT LEGAL DESCRIPTION THAT PORTION OF GOVERNMENT LOT 4 IN THE NORTHWEST QUARTER OF SECTION 29, TOWNSHIP 21 NORTH, RANGE 5 EAST, W.M., INKING COUNTY, WASHINGTON, DESCRIBED AS FOLLOWS: COMMENCING AT THE NORTHWEST CORNER OF SAID SECTION 29, AS MON UMENTED BY CITY OF AUBURN MONUMENT 1110-031, AN ENCASED 3 INCH DIAMETER BRASS DISK STAMPED WITH AN "X" AND "CITY OF AUBURN PUBLIC WORKS LS 22954" AT THE INTERSECTION OF 25TH STREET SE AND "R" STREET SE; THENCE SOUTH 89032' 37" EAST A DISTANCE OF 30.00 FEET TO THE EAST RIGHT OF WAY MARGIN OF" R" STREET SE; THENCE ALONG SAID EAST MARGIN, SOUTH 010 20' 03" WESTA DISTANCE OF 62.09 FEET TO THE POINT OF BEGINNING; THENCE CONTINUING ALONG SAID EAST MARGIN, SOUTH 010 20' 03" WESTA DISTANCE OF 86.42 FEET TO THE NORTH LINE OF PARCEL "A" AS DESCRIBED IN STATUTORY WARRANTY DEED RECORDED UNDER KING COUNTY RECORDING NUMBER 20210910001899 AND AS DEPCICTED ON RECORD OF SURVEY RECORDED UNDER RECORDING NUMBER 20220512900003; THENCE ALONG SAID NORTH LINE, SOUTH 88° 33' 25" EAST A DISTANCE OF 10.00 FEET; THENCE LEAVING SAID NORTH LINE, NORTH 010 19' 52" EASTA DISTANCE OF 40.60 FEET; THENCE SOUTH 800 38' 11" WESTA DISTANCE OF 10.18 FEET; THENCE NORTH 010 20'03" EASTA DISTANCE OF 10.87 FEET; THENCE NORTH 860 44'53" EASTA DISTANCE OF 10.04 FEET; THENCE NORTH 01019" 54" EASTA DISTANCE OF 36.06 FEET; THENCE NORTH 880 40'06" WESTA DISTANCE OF 10.00 FEETTO SAID EAST MARGIN AND THE POINT OF BEGINNING SAID EASEMENT CONTAINING AN AREA OF 761 SQUARE FEET, MORE OR LESS. THE BASIS OF BEARINGS FOR THIS EASEMENT IS SOUTH 010 20'03" WEST BEING THE MONUMENTED CENTERLINE OF "R" STREET SE AS DETERMINED BETWEEN 25T" STREET SE (COA MON 1110-031) AND 29TH STREET SE (COA MON 1110-038). �tiLEN Gr . --�rL L08=�s Ordinance No. 6958 September 13, 2024 Page 80 of 83 Page 462 of 505 25TH ST SE POC NW COR. SEC. 29, T21 N, R5E COA MON 1110-031 I I L1 = S 89'32'37" E 30.00' CD L2 = S 80' 38' 1 1 " W 10.18' L3 = N 01'20'03" E 10.87' Cl) 0 o L4 = N 86'44'53" E 10.04' N O Cn N 88° 40' 06" W POB 10.00' i TAX PARCEL 292105-9031 w ADDRESS: 2502 R STREET SE PER STATUTORY WARRANTY DEED o REC. NO. 20210129002751 I M o �N O o Z L4 PERMANENT SLOPE fh M O J L2 EASEMENT N 761 SQ. FT. ± I O C/) W CV O � CD O � o O / Z I 10.00'j S 88° 33' 25" E it 30.00' 30.00' OF I NO' REC. I _ nnq SCALE: 1 "=30 FEET 0 15 30 60 08/01/2024 EXHIBIT C OF J_ ` CITY OF AUBURN DEPICTION PUBLIC WORKS DEPARTMENT PERMANENT SLOPE EASEMENT TPN 292105-9031 IN NW 1/4 OF THE NW 1/4 OF S 29, T21N, R5E, W.M. ---------------------------- Ordinance No. 6958 September 13, 2024 Page 81 of 83 il Page 463 of 505 EXHIBIT D TEMPORARY CONSTRUCTION EASEMENT LEGAL DESCRIPTION THAT PORTION OF GOVERNMENT LOT 4 IN THE NORTHWEST QUARTER OF SECTION 29, TOWNSHIP 21 NORTH, RANGE 5 EAST, W.M., IN KING COUNTY, WASHINGTON, DESCRIBED AS FOLLOWS: COMMENCING ATTHE NORTHWEST CORNER OF SAID SECTION 29, AS MONUMENTED BY CITY OFAUBURN MONUMENT 1110-031, AN ENCASED 3 INCH DIAMETER BRASS DISK STAMPED WITH AN "X" AND "CITY OF AUBURN PUBLIC WORKS LS 22954" AT THE INTERSECTION OF 25TH STREET SE AND "R" STREET SE; THENCE SOUTH 890 32' 37" EAST A DISTANCE OF 30.00 FEET TO THE EAST RIGHT OF WAY MARGIN OF "R" STREET SE; THENCE ALONG SAID EAST MARGIN, SOUTH 01 ° 20' 03" WEST A DISTANCE OF 98.95 FEET TO THE POINT OF BEGINNING; THENCE CONTINUING ALONG SAID EAST MARGIN, SOUTH 01° 20' 03" WESTA DISTANCE OF 10.87 FEET; THENCE LEAVING SAID EAST MARGIN, NORTH 80° 38' 11" EASTA DISTANCE OF 10.18 FEET; THENCE NORTH 010 20' 41 " EASTA DISTANCE OF 9.78 FEET; THENCE SOUTH 860 44' 53" WESTA DISTANCE OF 10.04 FEET TO SAID EAST MARGIN AND THE POINT OF BEGINNING. SAID EASEMENT CONTAINING AN AREA OF 103 SQUARE FEET, MORE OR LESS. THE BASIS OF BEARINGS FOR THIS EASEMENT IS SOUTH 010 20' 03" WEST BEING THE MONUMENTED CENTERLINE OF "R" STREET SE AS DETERMINED BETWEEN 25TH STREET SE (COA MON 1110-031) AND 29TH STREET SE (COA MON 1110-038). LA 'to 0 08/01/2024 --------------------------- Ordinance No. 6958 September 13, 2024 Page 82 of 83 Page 464 of 505 25TH ST SE 20.00' 19 20 POC 29 L1 NW COR. SEC. 29, T21 N, R5E COA MON 1110-031 TAX PARCEL 292105-9031 ADDRESS: 2502 R STREET SE PER STATUTORY WARRANTY DEED REC. NO. 20210129002751 rn rn 00 rn I � o "L1 = S 89'32'37" E 30.00' f o N ° I L2 = S 01'20'03" W 10.87' 0 LU L3 = N 80' 38' 1 1 " E 10.18' U) L4 = N 01'20'41 " E 9.78' Lw I L5 = S 86'44'53" W 10.04' lY POB �. I L5 J J L3 TEMPORARY CONSTRUCTION EASEMENT 103 SQ. FT. ± I I I I 30.00' 30.00' OF I rn, REC.° SCALE: 1 "=30 FEET 0 15 30 60 `u LAN9 L08/01 /2024 EXHIBIT E OF 11 CITY OF AUBURN DEPICTION PUBLIC WORKS DEPARTMENT TEMPORARY CONSTRUCTION EASEMENT TPN 292105-9031 IN NW 1/4 OF THE NW 1/4 OF S 29, T21N, R5E, W.M. ---------------------------- Ordinance No. 6958 September 13, 2024 Page 83 of 83 Page 465 of 505 ENGINEERING SERVICES ORDINANCE 6958 KIM TRUONG/JACOB SWEETING CITY COUNCIL STUDY SESSION SEPTEMBER 23, 2024 AUBURN VALUES S E R V I C E ENVIRONMENT E C O N O M Y C H A R A C T E R SUSTAINAB ILITY W E L L N E S S CELEBRATION Establishes that: Project CP2116 - R Street SE Widening is a public use. Acquisition of property rights included in the ordinance are necessary for the project. Acquisition of the property rights and construction of the project provides public benefits. Authorizes: Acquisition through condemnation with just compensation paid to owners SERVICE . ENVIRONMENT . ECONOMY . CHARACTER . SUSTAINABILITY . WELLNESS . CELEBRATION Page 467 of 505 R Street SE has a history of: • Heavy congestion • Long queues at intersections Accessibility to neighborhoods and safety concerns 2020 R Street Corridor Study recommends: Roundabout at 21St ST SE & R ST SE [CP2308] 29t" ST SE & R ST SE intersection signal improvements [CP2116] Adding a second southbound through lanes from 21St ST SE to 33rd ST SE. [CP2116] Adding a two-way left turn lane south of 33rd ST SE [CP2315] SERVICE . ENVIRONMENT . ECONOMY . CHARACTER . SUSTAINABILITY . WELLNESS . CELEBRATION Page 468 of 505 CP2308 R ST SE121 st St SE Roundabout (in design) Project Location CP2116 R ST SE Widening (in design) CP2315 R ST SE Preservation (in construction) Page 469 of 505 vp NSA — O z z 0 • OnonTM E SERVICE . ENVIRONMENT . ECONOMY . CHARACTER . SUSTAINABILITY . WELLNESS . CELEBRATION Page 470 of 505 Add a second southbound lane from 2 2"d ST SE to 31St ST SE - Multi -use pathway on the west side (north of the Game Farm Park entrance) A buffer to separate the roadway from the multi -use path. A new 7-foot-wide sidewalk on the east side Replace and repair roadway pavement SERVICE . ENVIRONMENT . ECONOMY . CHARACTER . SUSTAINABILITY . WELLNESS . CELEBRATION Page 471 of 505 New street lighting Replacement of the existing traffic signal at 29th St SE & R St SE intersection Full new traffic signal at the Game Farm Park entrance Upgrades to aging storm drainage and water system infrastructure SERVICE . ENVIRONMENT . ECONOMY . CHARACTER . SUSTAINABILITY . WELLNESS . CELEBRATION Page 472 of 505 Property rights needed from 13 different properties. All property rights needed are partial takings along the street frontage. No full takes or relocations. Needed property rights vary with the following: Permanent right-of-way Slope easements Temporary construction easements SERVICE . ENVIRONMENT . ECONOMY . CHARACTER . SUSTAINABILITY . WELLNESS . CELEBRATION Page 473 of 505 The R Street SE Widening project provides public benefit by: Installing infrastructure that improve traffic operations and ease congestion. Providing convenient and comfortable access for non -motorized users. Improving safety for all users. If negotiations fail the condemnation ordinance helps pursue timely acquisition of property rights. Minimize the risk of delaying the project. SERVICE . ENVIRONMENT . ECONOMY . CHARACTER . SUSTAINABILITY . WELLNESS . CELEBRATION Page 474 of 505 Design and Permitting Property Acquisition Construction (depending on permitting and property acquisition process) 2024> 2025> 202 2023 MOZd Ml 2026 2023 2024 2025 2027 2027 SERVICE . ENVIRONMENT . ECONOMY . CHARACTER . SUSTAINABILITY . WELLNESS . CELEBRATION 2028 2028 Page 475 of 505 • Required formal notices sent to property owners • Newspaper publication • Consideration and adoption of Ordinance 6958 on October 21st Scheduling of appraisal meetings Initiation of negotiations Negotiations, settlements, and closings File condemnation petition(s) only if necessary and only when needed Questions? SERVICE . ENVIRONMENT . ECONOMY . CHARACTER . SUSTAINABILITY . WELLNESS . CELEBRATION Page 476 of 505 R Street SE Widening -Vicinity Map 17M St SE { r E m 22nd St SE 1 `� a zl W vi 25t1i St SE ^ s Project Location 2Sth St `. SE -WA— Auburn Game Farm Park 33r t SE w in � f D. 0 1500 3000 A ft WGS84 Web Mercator (Auxiliary Sphere) Page 77 of 505 CITY OF)*Wn,�4 J WASHINGTON AGENDA BILL APPROVAL FORM Agenda Subject: Council Rules of Procedure (Council) (60 Minutes) Department: Attachments: Administration Council Rules Of Procedure, Section 6-19 roisions shown in track changes Council Suggested Edit Header Councilmember SuggestedErlits - Con"ned Administrative Recommendation: Background for Motion: Background Summary: Reviewed by Council Committees: Councilmember: Staff: Meeting Date: September 23, 2024 Item Number: Date: August 30, 2024 Budget Impact: Current Budget: $0 Proposed Revision: $0 Revised Budget: $0 Page 478 of 505 Council Rules of Procedure Sections 6-1 9 Track Changes Page 479 of 505 SECTION 6 COUNCILMEMBERS 6.1 Remarks. Councilmembers who wish to speak shall address the Ppresiding Oefficer; and, when recognized, shall limit their comments to questions under consideration. 6.2 Questioning. Any member of the Council, and the Mayor, shall have the right to question any individual, including members of the staff, on matters related to the issue properly before the Council for discussion. 6.3 Obligation to the Public Agency. Notwithstanding the right of Councilmembers to express their independent opinions and exercise their freedom of speech, Councilmembers should act in a way that reflects positively on the reputation of the City and of the community. Councilmembers shall also interact with other members of the City Council, the Mayor, and City staff in ways that promote effective local government. 6.4 Council Training. —Councilmembers shall participate in training offered by individuals, agencies, entities, and organizations including, but not limited to, the Association of Washington Cities and the State of Washington. This includes initial orientation after taking office, and other required or recommended training. 6.5 Participation in Committees, Agencies and Organizations. To better represent the interests of the City of Auburn, Councilmembers are encouraged to participate in assignments to local, regional, state, and national committees, agencies and organizations, and to attend community, regional, and state events. Councilmembers who have confirmed their intent to attend are expected to arrange their appearance in order to avoid unnecessary expenditure of City funds. 6.6 Code of Conduct. Councilmembers shall be subject to the policies in Exhibit 1 of these Rules as they currently exist or are modified in the future. Unless otherwise stated in these Rules, the terms, provisions, and conditions set forth in the Polices are hereby incorporated into these Rules. Any violation of these policies, as determined by the City Council, shall be subject to section 20.1 of these Rules. SECTION 12 DEPUTY MAYOR 12.1 Annually or more often as deemed appropriate, the members of the City Council, by majority vote, shall designate one of their members as Deputy Mayor for a one- year time period, except as provided in Section 12.1, Paragraphs G and H. Page 2 Page 480 of 505 Elections will be held no later than the last Council meeting of the year for determining the Deputy Mayor for the subsequent year. A. Any member of the City Council who will have served on the GO innil for one year at the beginning for that Coy innilmember's terms as Deputy Mayor, y�. ��—cr����pury—ro,-c+yv, may be nominated for the position of Deputy Mayor by having that Councilmember's name placed in nomination by a Councilmember. The nomination of a councilmember for the position of Deputy Mayor does not require a second, and a councilmember may nominate him or herself. 1. Nominations for the position of Deputy Mayor shall be made by members of the City Council on the dates of election for the Deputy Mayor position. 2. In connection with the selection of Deputy Mayor, it OSstr�y suggested that Csouncilmembers are expected to approach the election in an open, transparent, and respectful manner, avoiding anything that jeopardizes harmony among ECouncilmembers. B. The Councilmember receiving a majority of the votes cast by the members of the City Council shall be elected Deputy Mayor. A Councilmember may vote for themselfhim er herself. C. The names of all nominees for the position of Deputy Mayor shall be included in the vote. D. If no single Councilmember received a majority of the votes cast, a second vote/ballot between the two nominees who received the largest number of votes will be held. E. The Deputy Mayor shall serve at the pleasure of the Council. F. In the event of a prolonged the -absence or unavailability of the Deputy Mayor, the Council shall vote on which Councilmember shall serve as the Interim Deputy Mayor. The Interim Deputy Mayor shall be the Councilmember who receives a majority vote. That Councilmember the senior member of the City GO innil ether than the Deputy Mayer' shall then serve as Interim Deputy Mayor until the return of the regular Deputy Mayor., or until the subsequent Deputy Mayor is designated by majority vote. The Interim Deputy Mayor shall have all the rights, duties, and authority of the Deputy Mayor under these rules G. If the designated Deputy Mayor is unable to serve the full term of the position of Deputy Mayor, the Council shall elect the next Deputy Mayor in accordance with Section 12 to serve the remainder of the term. If the appointment is declined the process shall continue until a Deputy Mayor is designated. Page 3 Page 481 of 505 H. In the event that the Ceouncilmember selected as Deputy Mayor (or Interim Deputy Mayor) is unable to perform the duties of the position of Deputy Mayor, or fails to act in accordance with the City Council Rules of Procedure, the City Council may, by a majority vote of the full City Council, remove the Deputy Mayor (or Interim Deputy Mayor) from this position, in which case, the Council shall elect the next Deputy Mayor (or Interim Deputy Mayor) in accordance with Section 12 to serve the remainder of the term. [See RCW 35A.12.065.] 12.2 The Deputy Mayor or Interim Deputy Mayor, as the head of the legislative branch of the City, shall perform the following duties: A. Intra-Council Relations: Serve as the Chair of the Council Study Sessions in accordance with Rule 5.1.13; a-.2. Assist in new councilmember training including conducting a review of the rules of procedure with one to two individual Ccouncilmembers, and a staff liaison, if requested, provided the Mavor is notified of the reauest: 4.3. Support cooperative and interactive relationships among eCouncil members; 5-4. Work with Mayor and Administration to prepare agendas for Council Study Sessions, in accordance with Rules 2.2 and 16.1.13; 5. Preside over the Study Sessions of the City Council, designate Special Focus Area Cchairs and Vice -Chairs, designate Special Focus Area assignments, and work with the chairs of the Special Focus Areas on the portions of Study Sessions over which the Special Focus Areas chairs preside in order to reinforce appropriate Special Focus Area topics and to ensure the Councilmember understands how to preside over their portion of the meeting. Page 4 Page 482 of 505 6. With support from the City Attorney and/or City Clerk, ensure that Councilmembers are aware of the requirements and limitations related to the Open Public Meetings Act (OPMA) and reinforce adherence to the OPMA and quorum triggers when Councilmembers are operating and communicating in their Ad -Hoc Committee and Special Focus Areas roles. The Deputy Mayor has a responsibility to report violations of the OPMA when they are made aware of a violation. B. Mayor -Council Relations: 1. Help maintain a positive and cooperative relationship between the Mayor and the City Council; 2. Act as conduit between the Mayor and the City Council on issues or concerns relating to their duties; 3. Preside over Regular Meetings of the City Council in the absence or unavailability of the Mayor; 4. In the event of a prolonged absence or incapacitation that exceeds two weeks (a state of disability that prohibits the function of duties) of the Mayor, the Deputy Mayor shall perform the duties of the Mayor. (a) A prolonged absence that exceeds two weeks is defined as requiring a leave of absence that prohibits the performance of the duties of the office. Vacation leave for periods up to two weeks, illnesses requiring an absence of less than two weeks, out of state or out of country travel lasting not more than two weeks, or other similar short-term absences shall not be considered prolonged absences. (b) In the event of a disaster, emergency, or other similar circumstance, where the Mayor is out-of-town and unable to carry out the duties of the office of Mayor, the Deputy Mayor, in consultation with the Mayor, shall act as Mayor until the return and availability of the Mayor; 5. The Deputy Mayor shall also stand in on behalf of the Mayor in other situations as requested by the Mayor; 6. In the performance of the duties of the Mayor, the Deputy Mayor shall not have authority to appoint, remove, replace, discipline or take other similar action on any Department Ddirector or employee of the City; Page 5 Page 483 of 505 7. The Deputy Mayor shall not have veto authority for actions that may be taken by the City Council; 8. The Deputy Mayor shall be aware of City, regional, and intergovernmental policies and activities in order to properly execute the role of Mayor. C. Intergovernmental and Community Relations: 1. Act in absence of Mayor as requested and/or as required; 2. Be aware of all City regional and intergovernmental policies and activities in order to be prepared to step into the role of Mayor if necessary; 3. Serve as the Chair of the City's Emergency Management Compensation Board. D. Other Duties of the Deputy Mayor: 1. In cooperation with the Mayor and Special Focus Area gimp's Cehairpersons and with assistance from Administration, create and establish agendas for all Sstudy Ssessions; 2. Serve as liaison to the Junior City Council, paFtinipatinn as a ROR voting member of the junior city Go innil encouraging, guiding, and counseling the members of the Junior City Council in connection with its duties and assignments; 3. Facilitate any issue related to the conduct and/or actions of Ceouncilmembers that may be inappropriate or that may be in violation of the Council Rules of Procedure (Section 20.1); 4. Conduct voluntary regular and periodic meetings with individual Ceouncilmembers and a staff liaison, if a staff liaison is requested by the Deputy Mayor or the individual Councilmember and provided the Mayor is notified of the request, to address Ceouncilmember issues, concerns, legislative processes, Ceouncilmember proposals, Ceouncilmember training, and other similar related items; 5. Conduct group meetings with Ceouncilmembers, including two on one meetings with Ceouncilmembers on a rotating basis provided that such meetings shall not have more than two Ceouncilmembers at such meetings. All such meetings at which a quorum of the City Council is in attendance shall be in compliance with the Open Public Meetings Act (RCW 42.30), unless expressly exempted. Page 6 Page 484 of 505 SECTION 13 COUNCIL POSITION VACANCY OR ABSENCE 13.1 If an unexpired Council position becomes vacant, the City Council has ninety (90) days from the occurrence of the vacancy to appoint, by majority vote of a quorum of the remaining members of the Council, a qualified person to fill the vacancy pursuant to State law. The Council may make such appointment at its next Rfegular Mfneeting, or at a Sspecial Mfneeting called for that purpose. If the Council does not appoint a person within the ninety (90) day period, the County may appoint a qualified person to fill the vacancy as provided by RCW 42.12.070. 13.2 If there is an extended excused absence or disability of a Councilmember, the remaining members by majority vote may appoint a Councilmember Pro Tempore to serve during the absence or disability. 13.3 The City Clerk's Office shall prepare and submit a display advertisement to the City's official newspaper, with courtesy copies to all other local media outlets, which announces the vacancy consistent with the requirements necessary to hold public office: that the applicant (a) be a registered voter of the City of Auburn, and (b) have a one (1) year residency in the City of Auburn. This display advertisement shall contain other information, including but not limited to, time to be served in the vacant position, election information, salary information, Councilmember powers and duties, the deadline date and time for submitting applications, interview and appointment schedules. and such other information that the Citv Council deems appropriate. 13.4 The Citv Clerk's Office shall prepare an aoalication form which reauests appropriate information for City Council consideration of the applicants. Applications will be available at City of Auburn offices and on the City's official website. Copies of the display advertisement will be provided to current members of the City of Auburn commissions, committees, boards, task forces and other City - sponsored community groups. 13.5 Aoplications received by the deadline date and time will have oersonall identifiable information removed, and each Councilmember may submit two interview questions with a designation as to their primary and secondary questions. ..If two of the questions submitted by differing Councilmembers are similar one of Councilmember's second auestion will be used. Page 7 Page 485 of 505 13.6 In the event the City receives more than 10 completed applications, each City Councilmember will submit to the City Clerk an unranked list of the candidates the Councilmember wishes to move forward in the process. Each Councilmember's list should contain no more than 15 anonymized candidates. The City Clerk shall aggregate all Councilmembers lists into one unranked master list of the 10-15 candidates most commonly selected among the individual lists provided. The list shall be arranged in the anonymized order and shall only include the anonymized designation of the candidates. This aggregated list shall be provided to the Council during the executive session prior to the interview meeting. 13.7 Immediatelv followina the executive session. Council shall meet in public session to select which candidates to invite to participate in an interview at a future City Council meeting. The decision as to which applicants to interview will be based on the information contained in the application forms and Council's evaluation of the aualifications of the candidates. The decision as to which candidates will be interviewed will be at the sole discretion of the City Council. 13.8 At the oaenina of the meetina at which interviews take glace. the Mavor shall provide an overview of the format and ground rules for the meeting. The applicant's order of appearance shall be determined at this time by a random lot drawing Performed by the City Clerk. 13.9 In order to ensure each candidate has a fair and equal opportunity to speak with Council, all candidates will be asked to remain sequestered at City Hall, which includes not using electronic devices, for the duration of all candidate interviews. Candidates will be ushered to and from the City Council Chambers by a member of City staff in order to participate in their interview at the pre -determined time. Candidates will be released from sequestration upon conclusion of the final interview and may observe the remainder of the public portion of the Council meeting. 13.10 Each candidate interview shall be no more than 30 minutes in lenath. The Council may reduce the 30-minute interview time if the number of applicants exceeds six candidates. Each interview shall follow the following format. (1) The applicant shall present their credentials to the City Council (up to 10 minutes). (2) The City Council shall ask the predetermined set of questions, one question per Councilmember, which must be responded to by the applicant. Each applicant will be asked and will answer the same set of questions and will have two (2) minutes to answer each question (up to 14 minutes). (3) An informal question -and -answer period during which Councilmembers may ask and receive answers to miscellaneous or follow- up questions (remainder of time). 13.11 Upon completion of the interviews, the Council may convene into Executive Session to discuss the qualifications of the applicants. However, all interviews, Page 8 Page 486 of 505 deliberations, nominations, and votes taken by Council must be in open public sessions. The Council may not determine who to select or reach a consensus on a preferred candidate in Executive Session. 13.12 The Mayor asks for nominations from Councilmembers for the purpose of creating a arouD of candidates to be considered. No second is needed. 13.13 Nominations are closed by a motion, second, and majority vote of Council. 13.14 Councilmembers may deliberate on matters such as criteria for selection and the nominated arouo of candidates. 13.15 The Mayor polls the Councilmembers to ascertain if they are prepared to vote. Voting must take place in a manner in which the public is notified as to the vote of each existing Councilmember for which candidate. If there is more than one candidate. a vote must be taken for each candidate to record each Councilmember's vote. 13.16 The Citv Clerk records the votes in the meetina minutes. 13.17 The selection of a candidate to fill the vacancy is made by a majority vote of the remainina six members of the Council. 13.18 If a majority vote is not received for a candidate, the Council may postpone elections until another date. 13.19 The Mavor declares the nominee receivina the maioritv vote as the new Councilmember to be sworn in immediately after the effective date of the resignation. 13.20 The term of the candidate selected to fill the vacancv will be in effect until a aerson is elected at the next regular election for municipal officers. If successful at the election, the interim term would then end, and the appointed Councilmember will either complete the 4-year term of the vacated position or begin a new 4-year term, depending on the position number of the vacated position. 13.21 If the Council does not appoint a qualified person to fill the vacancy within 90 days of the occurrence of the vacancy, the County Council will appoint a person to fill the vacancy (RCW 42.12.070). SECTION 16 COUNCIL STUDY SESSIONS, COMMITTEES AND CITIZEN ADVISORY BOARDS Page 9 Page 487 of 505 16.1 Study Sessions and Special Focus Areas. In addition to the regularly scheduled City Council meetings (Regular Council Meetings) scheduled on the first and third Mondays of the month. Different than the format for Regular Council Meetings (identified in Section 3 hereof)„ Sessions on the se nd fey firth and fif of the month fer reyieni of dl�T.rrv-r���c�rra ,�vurcr�--a-r�a--rrr _ matters that would Gorne baGk before the City GounGil at Regular GounGil Mee4nw. Different than the format for Regular Ge moil Meeting (identified On SeGtin4rnr� herd Study Sessions shall be less formal than Regular Council Meetings and shall give the City Council the opportunity to discuss and debate issues coming before it for action at Regular Council meetings. The format for these meetings shall be as follows: A. General Business Focus and Special Focus Areas. Study Sessions shall consist of (1) a Special Focus AreaGen ral B -inecc €eGs—_and (2) a Special Focus Area General Business Focus in each meeting. The General Business Focus shall be scheduled 4r-stsecond, and shall include agenda items that relate to issues of general City concern, items that will be coming before the City Council at upcoming meetings., and presentations and reports to the City Council. The Special Focus Area groups shall, on a rotating basis described below, commence their portion of the Study Session following the conclusion of the Study Session General Business Focus_.; The Special Focus Area groups shall review matters of Council concern related to their areas of oversight responsibility. The Special Focus Area groups shall consist of the following: (1) Public Works & Community Development; (2) Municipal Services; (3) Community Wellness; and (4) Finance, TeGhRn'Ggy & EEe„omic Deyelepm8Rt& Internal Services. These Special Focus Area groups shall be tasked with oversight of Council considerations as follows: 1. Community Wellness • Health, Equity, ate& Wellness • Neighborhood Services • Homelessness Prevention • Social Services • Diversity, Equity, & Inclusion • Cultural Arts & Community Events • Housing Policy 2. Finance aad—& Internal Services • Facilities • Technology • Property management • Risk management & Insurance • Fiscal Sustainability 3. Public Works & Community Development Page 10 Page 488 of 505 • Utilities • Transportation • Environmental Policy • Land Use & Development • Right of Way Management • Airport • Park Development • Economic Development 4. Municipal Services • Public Safety • Courts • Recreation, Museum apd-& Senior Services • Animal Control • Emergency Planning • Cemetery • Communications B. Scheduling of Special Focus Area. The Special Focus Areas shall conduct their portion of the Study Sessions on 2"d-second and 4�'-fourth Mondays of the month on a rotating basis such as follows: Public Works & Community Development, then Municipal Services, then Community Wellness, then Finance & €EenemiG DevelopmeRtInternal Services, then Public Works & Community Development, then Municipal Services, and so on. 2. On 51-fifth Mondays of the mMonth, Study Sessions will not typically include any of the above Special Focus Areas; but may include special topics and issues of general concern to the City Council, including Council operating arrangements and Council Rules of Procedure. It is provided, however, that in order for the City Council to address the matters coming before the City Council, the Mayor and Deputy Mayor may, as they deem appropriate, insert into any Study Session any matters calling for City Council consideration and discussion, regardless of Special Focus Areas.; provided that to the extent feasible sSuch matters will be scheduled to allow sufficient time for preparation of relevant background analysis and information concerning said items and provision to all Council —members in advance of the Study Session. 3. Topics for Special Focus Area consideration (for inclusion in the Special Focus Area portion of the Study Session agenda) shall be determined by the Chair of each Special Focus Area along with the Page 11 Page 489 of 505 Mayor., aPA-the Deputy Mayor, the Vice -Chair, and the designated Ddepartments Ddirector(s) for the Special Focus Area.;_The matters to -will be scheduled to the extent feasoble to allow sufficient time for preparation of relevant background analysis and information concerning said items and provision to all Council -members in advance of the Study Session. The Ddepartment Ddirector(s) shall review agenda topics and suggestions by other Councilmembers of such topics. The Deputy Mayor may review agenda items and topics with each Special Focus Area Cshairperson individually when convenient. C. Meeting Times Study Sessions shall be scheduled as set forth in Section 2.2, above. 1. Three to four hours maximum timeframe (goal). 2. Agenda items should relate to future policy -making, strategic planning, or key state or federal issues affecting current or future city operations. 3. Agenda items should be substantive only (e.g., traffic impact fee increase proposals, comprehensive plan updates, rather than day- to-day operational issues. {Non -substantive items (e.g., accepting a grant, authorizing contract bidding, etc.) should go directly to the Regular City Council Mmeeting. D. Study Session Meeting Format.' 1. Call to Order. 2. Roll Call. 3. Announcements, Reports, and Presentations. 4. Agenda Items for Council Discussion. 5. Ordinances. 6. Special Focus Area (the Chair of the Special Focus Area scheduled for the Study Session shall preside over this portion of the Sstudy Ssession-). The Vice Chair shall preside over this portion of the 5-study Ssession in the Chair's absence. 7. Adjournment. It is the intention of the City Council that Study Sessions shall be televised on the City's public access channel if reasonably possible. Page 12 Page 490 of 505 E. Council discussion at Study Sessions of each agenda item shall be managed by the Presiding Officer through recognition of each Councilmember in turn. After presentation of an agenda item, the Presiding Officer will ask each Councilmember whether the member would like to make a statement or ask a question regarding the agenda item. The Presiding Officer will start with the Councilmember at the Presiding Officer's right and address each Councilmember in order of seating, as determined by the Presiding Officer. After all Councilmembers have been addressed, the Presiding Officer will again ask for a statement by each Councilmember in the same order. Invitation by the Presiding Officer to each Councilmember to make a statement or ask a question shall be repeated two additional times. There shall be a limit of one question per Councilmember for each round (for three total rounds). Further questions by any Councilmember should be sent via email to the appropriate Department Director after the meeting, provided the Mayor is included in that email. Questions posed at Study Session or via follow up email shall be limited to the matter presented at Study Session. 16.2 Ad Hoc Committees. The Mayor, the Deputy Mayor, or a majority of the City Council may establish Aad Hhoc CEommittees as may be appropriate to consider special matters that require special approach or emphasis. A. Ad H#oc Ccommittees may be established and matters referred to them at Sstudy Ssessions, without the requirement that such establishment or referral take place at a regular City Council Mfneeting. B. The Mayor and the Deputy Mayor shall each appoint a Councilmember to each Council Ad Hoc Committee. The Deputy Mayor may appoint themselves. The third Councilmember to be appointed to the Ad Hoc Committee shall be selected by majority vote of the Council.The Deputy MayeF shall appoint appoint Fnembem to Geunnil ad hGn nE)mmittoos if the Deputy Mayer is disnhlor! or nronl, ded frern ontinn in that nonanity. C. Ad Hoc Committees shall consider all matters referred to them and take action by majority consensus only when all Ad Hoc Councilmembers are present. The Chair of such Ad Hoc Committee shall report to the Council the findings of the committee. Committees may refer items to the Council with a committee recommendation or with no committee recommendation. The Mayer appOIRt (`Oi,nril representatives inteFgO Vermont,, URGils hoards and- c,�rcpr-cacrrra-crv-cv t8�rrccrgv�cr-m�crrtdi �urr�t�J�,�va-raar-ar-ra nnmmittees D. Unless otherwise expressly provided for when forming an Ad Hoc Committee, it is the intention of the Council that Ad Hoc Committees function informally and not in any way that takes action in lieu of or on behalf of the full Council. The purpose and function of such Ad Hoc Committees shall be to review matters in advance of their consideration by the full Council, and perhaps record and make recommendations to the full Council. They are not "committees of a Page 13 Page 491 of 505 overnina bodv" subiect to the reauirements of the Ooen Public Meetinas Act 51 IM I Form;• I - mor-I or, I i•, • • • • -• • ,•-Ito, being discussed by • ROOM! 11111 11 11 11 - - - - r - � r 1 I ■ - 1 I E. Councilmembers on Ad Hoc Committees may request a staff liaison, and City Attorney or City Attorney's designee, be present to assist the Councilmembers with institutional knowledge on the subject matter to be discussed, provided the Mayor is notified of the request. GOm'rmrrrttee. Gemmit}eS may iterns to the r unnicri with )FnFnmttec 16.3 Intergovernmental Councils, Boards and Committees. The Mayor shall appoint Council representatives to intergovernmental councils, boards, and committees. A. Councilmember appointments to intergovernmental councils, boards and committees, including Ad Hoc Committees, shall be periodically reviewed. All Councilmembers shall have the opportunity to serve on such councils, boards, and/or committees as assigned by the Mayor and on a rotating basis at the discretion of the Mayor. Councilmember appointments to intergovernmental councils, boards, and committees by the Mayor shall be done with consideration of a Councilmember's expertise, background, knowledge, working experience and/or education in that council, board, or committee. Ad Hoc Committee appointment by the Mayor or Deputy Mayor shall be at their discretion. B. Councilmembers will prioritize appointments to I ntraaovern mental Councils Boards, and Committees by seeking and filling positions that provide value to the City and its constituents. Providing value occurs in the following order of priority: (1) bringing money to the City, (2) bringing projects and/or investments into the City, (3) influencing policy or investment outcomes in the City, and (4) protecting City interests. These community -wide benefits are a priority over the personal interests of an individual Councilmember. C. Advisory Boards, Committees, and Commissions established by ordinance, consisting of residents appointed pursuant to the establishing Ordinance and Page 14 Page 492 of 505 serving in the capacity and for the purposes indicated in the Ordinance, shall act as an advisory committee to the Council. ir 9.2 doll- ie Iis. e SECTION 17 COUNCIL REPRESENTATION AND INTERNAL COMMUNICATION 17.1 If a Councilmember meets with, attends a meeting or otherwise appears before individuals, another governmental agency, a community organization, or a private entity or organization, including individuals, agencies, or organizations with whom or with which the City has a business relationship, and makes statements directly or through the media, commenting on an issue that does or could affect the City, the Councilmember shall state the majority position of the Council, if known, on that issue. Personal opinions and comments which differ from those of the Council majority may be expressed if the Councilmember clarifies that these statements do not represent the Council's position, and the statements are those of the Councilmember as an individual. Additionally, before a Councilmember discusses anything that does or could relate to City liability, the Councilmember should talk to the City Attorney or the City's Risk Manager, so that the Councilmember would have a better understanding of what may be said or how the discussion should go to control or minimize the City's liability risk and exposure. Page 15 Page 493 of 505 17.2 Councilmembers need to have other Councilmember's concurrence before representing another Councilmember's view or position with the media, another government agency, or community organization. 17.3 Councilmembers shall not knowingly communicate with an opposing party or with an opposing attorney in connection with any pending or threatened litigation in which the City is a party or in connection with any disputed claim involving the City without the prior approval of the City Attorney, unless the Councilmember is individually a party to the litigation or is involved in the disputed claim separate from the Councilmember's role as a City official. 17.4 Communication among Councilmembers shall conform to the following parameters: A. Except in connection with Council —members meeting, informally, in committees not subject to the Open Public Meetings Act, to assure that communication on agenda items occurs to the greatest extent possible at the public meetings, and to avoid even the perception that email is being used in a way that could constitute a public meeting, successive communications on Council topics that involve a quorum of the Councilmembers shall not occur. . ., ins+inno en ri+., , Gil top+CS that involve a quorum of the CounGiillmervers. Councilmembers should shall refrain from emailing Councilmembers about such agenda items. Councilmembers should be prepared to communicate about matters that are on upcoming Council agendas at the public meetings. If Councilmembers wish to share information with other CEouncilmembers about matters that are on upcoming agendas, the Ceouncilmembers should forward that information to the Mayor for distribution in the CGouncil meeting packets. B. Councilmembers may communicate via email to other Councilmembers, including to a quorum of the full Sit -Council about matters within the scope of the G4—Council's authority or related to City business, but not yet scheduled on upcoming Council agendas, to indicate a desire that certain items be included on upcoming meeting agendas; provided that Councilmembers shall never ask for responses from the other Councilmembers in that communication. C. Email communication among Councilmembers relating to City operations should also include the Mayor as a recipient/addressee. D. Councilmembers may email the Mayor about City business without limitations or restrictions. E. The Deputy Mayor from time to time may need to communicate with all Csouncilmembers on various items such as the annual review of the Rules of Procedure. All such correspondence, usually in the form of email, shall Page 16 Page 494 of 505 be provided to Csouncil as a whole through the Council Assistant. Any responses from Ceouncil shall also be directed to the Council Assistant who shall then provide all CcounciImembers with email correspondence regarding questions, comments, suggestions, recommendations, or any similar item. F. C*Council email correspondence and all electronic communications shall utilize the designated city email account or city device with no exceptions and within the parameters of the Open Public Meetings Act and the Public Records Act. 17.5 Councilmembers shall not communicate with staff regarding their own personal business during times set out to discuss City of Auburn business. Councilmembers shall not discuss aersonal business with staff immediatelv before or after Council meetings in Council Chambers. III . r • _ r . . • . • • • • • • 1 /.'►. mm Fr.ZFM. ft.. Page 17 Page 495 of 505 iWN i .. . . .. -.Met 17.6 Council Relations with City Boards and Commissions. Page 18 Page 496 of 505 A. Council Liaisons. In addition to where a G*Councilmember is appointed by the G4y--Council or the Mayor to serve as a member of a board, commission, committee, task force, or any other advisory body, the City Council may, on limited occasions or under unusual circumstances, appoint a Councilmember to serve as a non-member Liaison to a board, commission, committee, task force, or any other advisory body. Anytime a Councilmember is appointed as such a Liaison, the position or role of Liaison is subordinate to that of Councilmember, and the Councilmember's responsibility is first and foremost to the City and to the C+ty�Council. The role and responsibility of the Councilmember-Liaison is to keep the City Council apprised of the activities, positions, and actions of the entity or organization to which the Councilmember has been appointed Liaison, and not to communicate to the board, commission, committee, task force, or other advisory body a statement as the position of the City Council, except as authorized or directed by the Qty-Council. Insofar as a Councilmember- SeuRG+'-Liaison position does not give all CcounciImembers equal access to the activities, functions, and information of or about a board, commission, committee, task force or any other advisory body, appointments to Council Liaison positions should be reserved to those instances where a Report to the Council by the board, commission, committee, task force, or any other advisory body would not be convenient or practical. B. Reports to the Council. Each board, commission, committee, task force, or any other advisory body of the City shall be requested to present a report to the City Council at a Regular Meeting or a Study Session of the City Council, as scheduled by the Mayor or Deputy Mayor. Such reports shall be scheduled for a Regular Council Meeting or a Council Study Session, and shall be delivered by the Cchair of the board, commission, committee, task force, or any other advisory body or designee. The reports shall inform the City Council of the activities, functions and information with which the board, commission, committee, task force, or any other advisory body has been involved since the previous report, and shall include the opportunity for questions by Councilmembers. 17.7 Whenever a member of the City Council attends any meeting of any other entity or organization, he or she should endeavor to be prudent in what he or she says or does at such meeting. Further, the Councilmember should avoid attending such meeting if that attendance would impose an interference with the meeting or the operations of the other entity or organization, or of the operations of the City. SECTION 18 TRAVEL AUTHORIZATION 18.1 Value of Council Travel. The Auburn City Council recognizes the need of its members to attend conferences, trainings, and meetings to broaden their Page 19 Page 497 of 505 knowledge of and familiarity with a diverse collection of City -related issues, including, but not limited to., Public Works, Communications, Transportation, Economic Development, Public Safety, and Energy. These conferences also provide valuable opportunities to network with other elected Ceity elected officials. Comparing Auburn's specific issues with those of other cities often provides the C+t�-Council with established policies already in place in other cities that can be adapted to meet the specific needs of the City of Auburn, as well as expediently and efficiently acquainting Auburn City Councilmembers with ideas of how to address Auburn issues and solve Auburn problems. 18.2 Annual Budget Amounts for Council Travel. To accommodate Council travel, the Auburn City Council shall allocate an identified amount of money each year in the City budget process to each Councilmember for City -related travel costs, including transportation, lodging, meals., and registration costs. 18.3 Adjustment of Council Travel Allocations. If a Ccouncilmember needs more than the amount of travel related funds allocated for their use, the Ccouncilmember shall (1) see if there are unused funds available from any other Ceouncilmember(s) who are willing to transfer funds from their account to the Ccouncilmember needing additional travel funds. If so, with the consent of the Deputy Mayor and the other transferring Ceouncilmember(s), funds will be transferred to the requesting Ccouncilmember's allotment; or (2) shall request a net adjustment to the budget adding additional funds to their allotment, which adjustment shall be approved by a majority of the whole C*Council. 18.4 Receipts and Travel Documentation. Each C'—Councilmember shall be responsible for providing to the Mayor or Finance Director, within ten (10) business days of returning from City travel, any and all City travel related receipts and documentation, and a written report regarding the authorized travel the Councilmember attended. All documentation shall also be sent via email to the CouncilAlerts(a)-auburnwa.gov email address. Quarterly reports of the travel costs incurred by each eCouncilmember shall be provided by the Finance Department. SECTION 19 CONFIDENTIALITY 19.1 Councilmembers shall keep confidential all written materials and verbal information provided to them during Executive or Closed Sessions and as provided in RCW 42.23.070, to ensure that the City's position is not compromised. Confidentiality also includes information provided to Councilmembers outside of Executive Sessions when the information is considered by the exempt from disclosure under exemptions set forth in the Revised Code of Washington. Page 20 Page 498 of 505 Councilmembers Proposed Changes Page 499 of 505 SPr:tinn F Expand on Section 6.3 Council Training a. Update to: 6.3 — Council Training — Councilmembers shall participate in training offered by individuals, agencies, entities, and organization including, but not limited to, the Association of Washington Cities (AWC), Municipal Research and Services Center (MRSC), Jurassic Parliament, and the State of Washington. This includes initial orientation after taking office, and other required or recommended training. 6.3.1 Resources provided to each Council member shall include: 1) a current copy of the "Mayor and Councilmember Handbook" produced by AWC and MRSC, and 2) a current copy of "Mastering Council Meetings: A Guidebook for Elected Officials and Local Governments" from Jurassic Parliament. 6.3.2 Required Training shall be completed by each Councilmember within the first 6 months of joining Council. Council staff will work with Directors, the Deputy Mayor (or interim Deputy Mayor), and Councilmembers to ensure required trainings are scheduled and completed. 6.3.3 Required training will include: o Elected Officials Essentials Workshop from AWC o NeoGov Training as assigned byAuburn's HR Department o An overview of each Department presented by the respective department's Director and/or that Director's delegate o A review of Council process for submitting New Business provided by the Deputy Mayor or interim Deputy Mayor o A review on the process for submitting materials for the Council packet provided by the City Clerk o City of Auburn Facility Tours ■ City Hall o White River Valley Museum New Hire Tour 6.3.3.1 Progress against required training shall be tracked by the Deputy Mayor, or interim Deputy Page 500 of 505 Mayor, and reviewed during 1-on-1 meetings with the individual Council members. 6.3.4 Recommended Training is encouraged to be completed within the first year of office. Council staff will work with city Directors and community partners to schedule the following as requested by individual Councilmembers. o City of Auburn Facility Tours ■ Maintenance and Operations Buildings ■ Airport o Auburn Police Department Ride Along o Partner Facility Tours ■ Auburn Resource Center ■ Municipal Court ■ Community Court ■ SCORE Jail [FOR REFERENCE] The following references provide samples from other Washington cities that include more detailed training guidance within their Rules and Procedures documents. • See Sequim, Section 3.8, Page 17 (council manager) • See Issaquah, Section 3.04, Page 15-16 "Councilmember Training" (code city, city -mayor) Covers Orientation, Open Government Training, and General Training requirements. • See Tukwila, Section 9, Page 16-17, "Joining the City Council" (code city, city - mayor). Covers required orientation, trainings, and readings. Section 12 12.1 (A) Deputy (should have to be on council for at least a year to be considered for the Deputy Mayors position) Suggested to not change: This one should be left the way it was. They should serve at least one year because a brand new councilmember does not know everything yet to serve as Deputy Mayor. The Deputy Mayor elect should also have both Municipal Certificates from AWC to better understand their job. Section 12.2. 2. Keep as is in current rules Section 13 Page 501 of 505 13.8 Submit at least two questions instead of one just in case one of your questions is similar to another question from another councilperson Section 16 Suggested added Language: Council members are encouraged to send questions to directors ahead of the meeting so the Director can answer them during their presentation. 16.2 (B) We should leave it the way it was originally written that The Deputy Mayor shall appoint Councilmembers to Council ad hoc committees, provided that the Mayor shall appoint members to Council ad hoc committees if the Deputy Mayor is disabled or precluded from acting in that capacity. 16.2 (E) We should leave this language in there Ad hoc council committees shall consider all matters referred to them. The chair of such ad hoc committee shall report to the City Council the findings of the committee. Committees may refer items to the Council with a committee recommendation or with no committee recommendation. Suggest to leave language as is currently: This one should be left as it was written. You have to put trust in your Deputy Mayor to choose the right people for an Ad Hoc committee. The Mayor should only be involved if the Deputy Mayor is disabled. 16.3 (A) Recommending edits to this section because it says Mayor or Deputy Mayor can assign to Ad Hoc Committees. Should consider removing Mator selecting or appointing Ad hoc committee members All Councilmembers shall have the opportunity to serve on such councils, boards, and/or committees as assigned by the Mayor and on a rotating basis at the discretion of the Mayor. Councilmember appointments to intergovernmental councils, boards, and committees by the Mayor shall be done with consideration of a Councilmember's expertise, background, knowledge, working experience and/or education in that council, board, or committee. Ad Hoc Committee appointment by the Mayor or Deputy Mayor shall be at their discretion. Section 17 Page 502 of 505 17.5 Councilmembers shall not communicate with staff regarding their own personal business during times set out to discuss City of Auburn business. Councilmembers shall not discuss personal business with staff immediately before or after Council meetings in Council Chambers. 17.5 Suggested to remove -This should be taken out. this puts division with staff and council and if it is before a council meeting and after a council meeting that is not during a council meeting Section 18 18.4 — Clarify the kind of reports needed to be submitted Section 19 Add a new Section: "Community Commitments" b. Add a Section to incorporate the short version of the REDI Coalition Vision Statement and to provide a sample set of questions to guide existing and future council members on the types of questions appropriate for supporting the REDI initiative. c. Add: Section 19.1 REDI Commitment The Auburn City Council acknowledges our role as city leaders to champion a community that fosters a Racially Equitable, Diverse, and Inclusive (REDI) culture. With this duty, we... • Invest in trust- and solidarity -building • Unite for co -liberation • Emphasize intersectionality, starting with race • Acknowledge what we don't know and take action to learn anew • Have courage in the face of resistance • Equitably use staff and community input to repair past harm and direct future REDI work • Hold ourselves responsible for and accountable to investing in and modeling a REDI culture. Section 19.2 Equity Lens Framework Members of the Council serve as elected representatives tasked with the responsibility to ensure that the long-term goals of the city meet the changing needs of the community. Page 503 of 505 This is sample set of questions that Council may choose to ask at meetings to ensure legislative actions are considerate of potential future impacts within the city. • Who (what groups) does this resolution/ordinance impact? • Are all groups affected in the same way? • Who has been included in the decision -making process? • Have any groups been left out? • Have we allowed enough time for input? • Can we identify any potential benefit and/or harm from this decision in the near term or in the extended future (10-20+ years)? o What actions could mitigate potential harm or potential risks? • Are there any historically relevant factors affecting this issue or decision today? • Are there any comparable programs in our city or in other cities that we can learn from? 2) Addition of an Appendix a. The Appendix should include reference materials to support Council members in performing their legislative duties. These materials should be presented as simple "How -To" documents produced by the City Clerk and Legal Department and approved by Council during annual review of Rules and Procedures. b. The Appendix should: 1) make it easier for Council to engage through defined process flows, 2) provide better clarity and guidance for Council to perform their duties, and 3) reduce lag for new Councilmembers c. Add Appendix for: i. How to request a proclamation ii. How to add an agenda item to Study Session iii. How to add an agenda item to Council Meetings iv. How to request a facility tours (internal/external) v. How to form an Ad Hoc committee vi. How to disband or retire an Ad Hoc committee vii. Developing new resolutions 1. Include template(s) 2. Include flowchart viii. Developing new ordinance with no budget impact 1. Include template(s) 2. Include flowchart ix. Developing new ordinance with budget impact Page 504 of 505 1. Include template(s) 2. Include flowchart x. Submitting materials for council packets 1. Include template(s) 2. Modify the "Agenda Bill" template format to include a section for "Impacted Groups" [REFERENCE] • See Puyallup, Section 12, Page 10; SEE Tacoma, Section 8, Page 16; SEE Port Townsend, Section 3.14 (includes visual flowchart) (city -manager) • Various/multiple council -mayor cities include different levels of detail on how to do different legislative activities. Ref. MRSC for code city, mayor — council cities. • See Issaquah, Section 4.14, Page 32-33 "New Business Request" (code city, mayor -council) • See Issaquah, Section 7.01, Page 47-48, "Council Ad Hoc Committees." • See Edmonds, Section 3, Page 3, "Agenda Preparation" (code city, mayor - council) Section 13.2 Through 24 Look at that why was it necessary to add all of that. Page 505 of 505