City Council - Regular Meeting

Good evening. I will now call the Auburn study session meeting for Tuesday, May 26, 2026 to order. Tonight's study session meeting will be held both in person and virtually. Rebecca, can you please call roll?

Deputy Mayor Tracy Taylor? Here. Councilmember Amer? Here. Councilmember Baldwin? Excused. Councilmember Lott?

Here.

Councilmember Rakes? Here. Councilmember Sturgis? Here. Council Member Clinton-Taylor.

Here.

Thank you. Rebecca, any agenda modifications this evening?

Yes, there was an executive session added to this evening's agenda. Thank you very much. All right, so we have no announcements, reports, or presentation on tonight's agenda. I'm going to, well, I'm not going to turn the meeting over to Council Member Baldwin because she is remote. So I will go ahead and share our public works and community development special focus area tonight. First up is our comprehensive safety action plan. Director Galb.

Yes, and we have Veronica Bean, who is our transportation planner, who is going to come up and walk through the update to our comprehensive safety action plan with you. Thank you. Hello, Veronica.

Thank you, council. And that will be the presentation.

Good evening, everyone. As Director Goud mentioned, I'm Veronica Bean. I'm the transportation planner. And tonight, I'll be going over our 2026 Comprehensive Transportation Safety Action Plan update. Quick overview of what I'll be discussing tonight. I'll give a quick background on the Comprehensive Safety Action Plan, or CSAP for short. I'll go over what was updated, what that changed, and then a brief overview of our performance monitoring and safety report card. So as a quick reminder about the background and history of our safety plans for Auburn as related to transportation. Prior to 2024, the city had local road safety plans or LRSPs. We developed our first CSAP in 2024 and at the same time also updated our LRSP. So we had two documents in 2024. The first CSAP in 2024 was developed to help plan and prioritize safety investments, maintain grant eligibility, set a long-term vision to reach zero serious injury or fatality crashes, or KSI's, and also set a 2040 goal of reducing KSI crashes, those crashes where someone is killed or seriously injured, by 30%. And so this year, in 2026, this update includes all of the requirements for the CSAP, which were under US Department of Transportation, and also the requirements for the LRSP under WSDOT, and all of that in one document. So to quickly go over how we developed the 2024 CSAP, which will help give a good background of the 2026 update. We developed this in 2024 by collecting and analyzing crash data from 2018 to 2022. From that crash data, we identified crash risk factors. We identified safety emphasis corridors. These are areas in the city with higher crash rates leading to someone being killed or seriously injured, those KSI crashes. We also identified intersections with higher safety priority index scores, those SPIS scores for short. And then based on all of those factors, those risk factors, the safety emphasis corridors and the SPIS scores, we then identified prioritized locations for potential projects. So what was updated this year? So the 2024 CSAP, as I mentioned, used crash data from 2018 to 2022. So this year for 2026, we used crash data from 2020 to 2024. Our methodology did not change, same methodology for both. This chart shows a brief overview of the crash data from all the way 2018 to 2024. So, this includes the data that was used both in the 2024 CSAP as well as the data used for the 2026 update. This shows our KSI crashes. So, the total KSI crashes is the thicker red line at the top. The total KSI crashes peaked in 2022 and have been decreasing since. The pedestrian KSI crashes, which is the orange color, has held fairly steady from 2020 to 2023, but has lowered a bit in 2024. And bicycle KSI crashes, which is the light blue color, peaked in 2020 but has lowered in 2021 and has held pretty steady since. So with the updated data for the 2026 update, what has this changed? The updated data has influenced the top 15 Smith intersections. It has also influenced the risk factors and where those are located in the city. The safety emphasis corridors have remained the same with a slight extension of one of them, which I'll go over in a couple slides. And all of these changes altogether has led to some changes in the prioritized locations for potential projects. So these two maps that we see here are the maps showing the prioritized locations. The map on the left is from 2024 CSAP and the map on the right is from this 2026 updated CSAP. To quickly go over what each of the colors mean on the map the dark maroon purplish lines are the our safety emphasis quarters as you can see on the maps these have remained primarily the same for both with the slide exception exception of an extension on Lee Hill Road so now extends all the way up to 132nd The thick light blue color. It's a little bit brighter on the 2026 map, but the light blue color that shows we are calling that reconnecting vulnerable road user segments. So these are areas that are focusing more on infrastructure for pedestrians and bicycle users. The gold-yellow color is looking at where speed reduction or curve treatments might be an effective safety project, so usually in areas where we have curves in the road. And then the green color is showing street segments where there might be a gap in our street lighting. So some key differences I wanted to point out between these two maps and what has changed in the past couple of years. And this is not an extensive list, but some examples. We can see that down on Lake Tapps Parkway at the southern end of the city. In the 2024 map, there was a lot more of that segment highlighted as for potential projects. And the reasoning for that is we do have a project plan for that location, a street lighting, Lake Tapps street lighting project. Some other areas where the data actually has changed where risk factors are now seen and therefore has influenced this map would include areas like on Lee Hill, 112th Avenue Southeast and portions of 124th Avenue Southeast. And then areas where the data has influenced the risk factors and then influenced this map to actually maybe add some thanks to the 2026 map, is there a few areas where we now in the 2024 map that might've only seen one of the colors on the road segment indicating maybe only one type of project might be beneficial. Whereas now there might be multiple colors indicating a project that hits on multiple types of safety factors would be beneficial. And some of those areas might be some areas where we see some curves such as on West Valley Highway North, You can see on the 2026 map, there's in that curved area on the north part of West Valley Highway North, it shows blue, yellow, and green. And then a couple other areas, such as Ron Crockett also shows multiple colors there, and Orovitz Road, whereas in the 2024 map, it only showed one color. Moving on. Just for going into our performance monitoring, as a reminder, our 2024 goal that was established with our 2024 CSAP, our 2040 goal, excuse me, is to reduce those KSI crashes by 30% with our long-term vision of eventually reaching zero KSI crashes for all. So in 2024, which that data also provided our baseline for comparing future years and our progress, In 2024, we took the average yearly number for these different factors that we're looking at here, these indicators. So in 2024, there was an average of 34 KSI crashes in the city. Our 2040 goal is to lower that to 24 crashes, KSI crashes. The KSI crashes involving vulnerable road users, which are bike users and pedestrians, was nine. We would like to lower that to six. The average yearly fatalities was seven. We would like to lower that to five. And the number of KSI crashes on the safety emphasis corridors averaged as 21, and we would like to lower that to 15 by 2040. So how are we doing? This chart shows the, what we started at with the 20, the average from 2018 to 2022. Where we're at now, that's the average for between 2020 to 2024. Where the change has been between those two numbers, what our 2040 goal is, and then what that tells us in our progress. So for KSI crashes, we started at an average of 34 per year. We're now at an average of 39 per year. So that's actually a bit of an increase. So a percent change of 14% increase. And as a reminder, our 2040 goal is 24 per year. So we're a bit farther from our goal. KSI crashes involving vulnerable road users, cyclists and pedestrians. The average yearly number is the same for both at nine average per year. So no change on that. And the same with fatalities. Both are, we started at seven and we remain at seven average per year. So again, no change on that. And then the KSI crashes on safety emphasis corridors, we started at 21. Our new average is 23 per year. So that is an increase and a little bit farther from our goal. However, there are also some other metrics that we do like to look at to see what progress has been made as well. So crashes in school zones where we have our photo enforcement cameras has reduced by 38% since starting that program. And additionally, speeding in those school zones with the photo enforcement has dropped to below 5% of drivers speeding. And then also crashes involving pedestrians and bikes, all crashes, not just KSI's, has dropped by 2%. So these other metrics do show some progress in our safety as well. And what are we doing to help progress traffic safety in Auburn? So we have expanded our photo enforcement program so we now have some general speed enforcement cameras that are installed on several safety emphasis corridors. We also have our neighborhood traffic safety projects. We've had, we're on I believe our fourth focus area in 2026. And those are focusing on neighborhood traffic safety such as traffic calming or other safety measures. We also have regular coordination with the police department and school districts to hear what their concerns are and how we can work together to better help with traffic safety throughout the city. And we have some other safety and traffic calming projects that are currently underway, such as the R Street Southeast and 21st Street Southeast Roundabout, Auburn Way South from Hemlock to the Poplar Curve, Lee Hill Road Roundabout, R Street multimodal improvements, and East Valley Highway widening.

Are there any questions? Council, any questions for Victoria this evening? Council Member Lott.

Yeah, are there any stats on the non-licensed motorized vehicles, like e-bikes and that, or is that lumped into the bicycles?

That's... So... We do have the data does separate motorcycles from bicyclists, I think. So with that, it'd be more of like pedal bicyclists or like e-bikes that are the class, I believe, one, two, or three that are considered bicycles. And I would assume if there were any crashes with like the e-motorbikes or the e-dirt bikes, those would probably be included in motorcycle because that's more of what they're actually categorized. But I don't necessarily have data that specifies like the number of unlicensed drivers.

Thank you. I just have a question.

I know that we just put some new speed cameras in, but can you tell me how many we have now in the city of Auburn?

Total? For the general enforcement, I believe there are three installed, two of which are currently issuing citations. And for school zone cameras, correct me if I'm wrong, we have 12? We have 12, yes.

I JUST HAD A QUESTION ON THE MOTORCYCLE. MY ASSUMPTION, YOU TOLD ME IF I'M WRONG, THAT WOULD BE LICENSED VEHICLES ON THE ROAD WITH A LICENSED DRIVER AS OPPOSED TO THE ELECTRIC MOTORCYCLES. ANYTHING THAT'S UNLICENSED THAT'S NOT STREET LEGAL THAT'S RIDING AROUND.

MY UNDERSTANDING WITH OUR CRASH DATA IS IF A VEHICLE IS IN A CRASH, THEY WILL COUNT IT WHETHER OR NOT IT'S LICENSED.

Council Member Sturgis. Thank you.

Just curious as to why we're using averages versus the actual number for tracking each year.

We do have the actual number, but the averages are used for our kind of our benchmarks because there are lots of different factors that could go into fluctuating year by year. I think a prime example might be 2020 into 2021 the coveted years had a lot of fluctuations in that so i think averaging it out within five years gives maybe a more holistic picture of where we're at councilmember taylor thank you um so the numbers so these are numbers that we've tracked for the last six years right from 2018 is that what i'm hearing So the data we use for this 2026 update where we use data from 2020 to 2024, so that's a five-year data set. The data for the 2024 CSAP, the previous version, was using 2018 to 2022 data. So each data set is a five-year set.

okay thank you um so in the five years that we've tracked the data so we haven't seen a decrease we've seen a slight uptick and no movement in two of the other areas so Did the current strategies that we were using, were they ineffective? Or what are we seeing here? What does that say?

I think it is still a bit early for this. So, sorry, let me start my answer over. We developed our first CSAP in 2024. And the data we're using for this update is through 2024. So there really hasn't been a lot of time yet. for our strategies and projects that we have underway to really fully take effect. So I think we're still at the beginning of really seeing where these strategies and projects can move our crashes, if that kind of answers that.

Yeah.

Mm-hmm.

Council Member Sturgis.

Which interventions are you seeing that are working the best so far, just anecdotally?

I think one of the strategies that we are definitely seeing some hard data in improvements is this photo enforcement, both in the school zone and generally. I think that data really does show once those are in place, the percentage of drivers speeding decreases dramatically. And speed is a very big factor into the seriousness of injuries with crashes. And that could definitely make a difference from going from a KSI to a minor injury. And that's my opinion.

And if I can just add to that really quick, I think to answer your question fully, it depends upon the situation and what we're trying to address in a particular location as to what the best treatment is, whether one treatment's right or not depends upon what the issue is we're trying to address. So if we're trying to address something other than speeding, a speed camera probably isn't going to do that. But if we're trying to address speeding as an issue, then a speed camera's gonna have an impact on that.

To go off that a little bit more, I think that's also where the map with the priority locations is really helpful because it also breaks it down by the type of project which may be beneficial in those particular areas.

Any more questions? Perfect. Thank you very much.

Yeah, appreciate it. All right.

Next up is our 27-2032 Transportation Improvement Program. Director Gow.

And I've got James Webb, our senior traffic engineer, who's going to come up and give you the annual update of our tips. So most of you have seen this before, so it's not going to necessarily be anything new, just a little bit of changes on the projects.

Good evening, everybody. James Webb, your senior traffic engineer. And as Ingrid said, I am here to present you our annual update to our transportation improvement program. So what is the TIP and why do we update it? It's something that's required by the RCWs. We have to have a TIP. It is our six-year short-term plan for transportation facilities in the city. It is a plan that is financially constrained. We only program money that we have a reasonable expectation of receiving. We use the program to identify our priorities for the next six years for transportation projects, to program those funds. It is something that is typically a requirement for any grant applications that we're submitting. It's something we use to coordinate our transportation projects with the utility group, so sewer, storm and water, and with known development projects. It is used to feed into the capital facilities plan and ultimately the budget, and we use it to plan and program our transportation benefit district funds. As part of the annual update, we are required to have that completed by the end of June every year. We're required to bring it to City Council and go through a public hearing process. We take it to our Transportation Advisory Board every year. We took it to them at the May meeting this year. It is a document that once it has been adopted, we do have the ability to modify an update as needed. But again, that would require us to bring it back to City Council and go through an additional public hearing process. We take the opportunity of the annual update every year to remove projects that are going to be completed. so no longer need to remain in the document to reflect changing needs and priorities for our transportation infrastructure. We use it to add new projects, ones that we're planning on pursuing grant funds for, and any new and emerging needs or funding opportunities or changes. And then the projects that remain on the TIP for the year, we look at any modifications that we need to make either to project descriptions because scopes have changed slightly to reflect changes in funding or project costs. So if we've been awarded a grant, we'll update the TIP to reflect that as being secured funding and not unsecured. And then we look at our project costs and programming of the project schedules every year. So as part of this update, there are eight projects that are proposed to be removed. Those are either currently under construction, will be under construction this summer, or have already been completed. Those include the R Street and 21st Street roundabout project, a project to install illumination on Lake Tapps Parkway, which Veronica mentioned in her presentation. A project on 10th Street, Northeast, Northwest to replace the pavement and rechannelize the roadway to improve active transportation access between downtown and transit on the Albemarle North Corridor. Pedestrian improvements at First Street, Northeast, Northwest and Division Street right outside City Hall. Preservation project on C Street Southwest from the GSA signal down to the city limit at Ellingson Road. The 2026 Local Street Preservation Project, West Valley Highway and 15th Street Southeast Preservation, which became a patching included in a different project. And the Urban Way South Widening Project, which has been going on for a little bit now, will be wrapped up this summer. In addition, we have three new projects which we're proposing to add to the TIP. And then we have a TIP dashboard online. There's a link in the presentation that maps out all of those projects. And then once the document has been adopted, we'll include links to the project pages for the individual projects that you can get to through the map. The first project that we're proposing to add is on 15th Street in the Southwest. It is a preservation and safety project. It will replace the pavement from Industry Drive, which is also the entrance to the outlet collection, and C Street Southwest, which has recently been repaved. It's about 2,300 linear feet. The project will also rechannelize that section of the corridor to include a separated trail for bicycle and pedestrian users to connect between the interurban trail and the trail that runs on C Street Southwest. This is a project that we have applied for grant funding this year. So moving forwards into the design phase will be dependent on securing that grant funding. The second new project is preservation again. This is the preservation of two bridge decks on 15th Street Northwest. They're the bridges that go over the Union Pacific Railroad tracks and the Burlington Northern Santa Fe Railroad tracks. This project is partially funded with a bridge grant, which we did secure. The total project cost is about $3.7 million and the grant is funding $3.3 million of that total. This project is currently in design and will be constructed next year. And then the third new project is an active transportation project to enhance a number of pedestrian crossings up on Lee Hill, on the Lee Hill 132nd Avenue corridor, which is one of our safety emphasis corridors which Veronica mentioned. It would enhance four different pedestrian crossings at three different locations shown by the big red dots on the map. This is another project that we have already applied for grant funding this year. If we are successful in securing that funding design will be underway in 2027 with construction in 2028. This pie chart shows how the total amount of funding programmed in the TIP is broken into the different types of projects that we have different categories that we have the projects broken into. The total for this pie is about $95 million. You can see the biggest portion of that is going to arterial street preservation at about 35 million or 37% of that total. And then smaller pieces to the other types that are generally much more similar in size. And then this chart shows how that $95 million total, how that is funded. About $36 million, not quite 40%, comes from general transportation funds. The next two biggest chunks are TBD funding at $16 million, and then grant funding, which is currently at about $19 million unsecured for the six-year period, and about $12 million that has been already secured. And that makes up about a third of our total transportation funding. To provide, as I mentioned, the TIP also serves as the TBD reporting document. The Transportation Benefit District is a 0.1% sales tax that went into effect on January 1, 2023. It was originally authorized for 10 years, so through 2033. The funds that that collects are used for transportation improvements. We are required to report out if any of the projects that are allocated TBD funding increase in costs by 20% or more. And as I said, we use the TIP to fulfill the annual reporting requirement for the TBD funds. And then if we ever needed to, there are other options for additional TBD funds if we should need them, which is not currently the case. So through the six years covered by the TIP, there are about $16 million of TBD funds that are programmed to seven different projects. The lion's share of that is in the arterial preservation program. So that's the money that has yet to be programmed to specific projects during that six-year period. And then there are a number of individual projects that we've moved TBD funding into. including Lake Taps Parkway preservation, A Street Southeast preservation, which is the gap that hasn't been done yet, the new 15th Street Southwest preservation that I mentioned earlier, the Lee Hill Road roundabout project, the R Street mobility project, and widening of East Valley Highway. From here, the next steps for getting the TIP through the public hearing and adoption are there will be a public hearing date set at the June 1st Council meeting. If needed, we can come back at the June 8th study session for a follow-on discussion. And then at the June 15th meeting, the TIP is scheduled for public hearing and adoption. And that's all I have.

Council, any questions? Council Member Sturgis. Thank you.

So if a community, if there's community members who feel strongly that there are more important priorities versus what we have recommended on here, their opportunity to voice that is through the public hearing. Okay. And then when it says maybe modified throughout the year, how, I guess, how is that, how do you guys look at that? How is that prioritized?

Um, I mean, it's something that we have done on a somewhat regular basis. Typically, it's if we are awarded grant funding. So if we secure funding from some of the applications we've we've already submitted, and those come through, then we in the past have come back to city council later in the year to modify the tip to reflect that change.

Any more questions for James? Thank you very much. Thank you. Next on our agenda is the 2025 State of Our Streets Report. Director Gow.

All right. And I have Bryce Beeson, who is our Transportation Systems Engineer, who's going to come up and walk you through our annual report on the State of Our Streets for 2025. Thank you.

Bryce.

All righty. One second to pull up the presentation. All right, good evening City Council members. My name is Bryce Beeson, the City Transportation Systems Engineer. I'm here this evening to present the annual update of the SOS report for 2025. So today I'm going to give an overview of the street preservation program as a whole. I'm going to provide an update of our roadway conditions as of summer 2025. I'm going to talk about the different programs and our current and future preservation projects and lastly I'm going to go over the program's next steps. So first I want to talk about what SOS means or state of our streets. So state refers to the condition of just the pavement surface of our road roadways and is only focused on the condition of the pavement that is what the specific preservation funding sources are intended to be used for. So this doesn't consider the condition of things like sidewalks, drainage issues, driveway, aprons, things like that. And it also doesn't consider the congestion or amount of traffic on the roadways and things like safety issues. The street portion of State of Our Streets includes all paved surface roads maintained by the city. So alleys, private streets, and facilities owned and operated by other agencies, for example, State Route 164, which is owned by WSDOT, are excluded from this report. So all in all, this includes 241 centerline miles of city-maintained streets, and this includes roadways that are both asphalt and concrete pavement, although most of our roadways in the city are asphalt. So next I wanna talk about pavement condition index. So a pavement condition index is our metric that we use to quantify the condition of the pavement. We call it PCI for short, and it's a rating based on the amount of deterioration visible on a pavement surface. So PCI is rated on a scale from zero to 100, with 100 representing brand new pavement, and a zero being effectively a gravel road. So the graph on the screen shows the general trend we see in PCI as the pavement ages, with the horizontal axis showing time and the vertical axis showing PCI. So as we all know, pavement unavoidably deteriorates over time, but how quickly? the pavement degrades, changes as it ages. So during the early years after a road is paved, the visible deterioration of the pavement is minimal, which is represented by the general flat slope of the graph near the beginning of the pavement's life cycle. And then as cracks begin to appear, the deterioration compounds on itself and the pavement starts to deteriorate faster, which you can see in the later years of the graph and the slope starts to increase significantly. so we simplify these different pci values into categories the first is the good condition category which is a pci of 70 to 100 the fair condition category which is a pci of 40 to 70 and lastly the poor condition category is a pci of 0 to 40. payment will generally stay in the good range longer than it will in the fair range as i described So next, I wanna briefly show everybody what these PCI values look like. On the screen here, you'll see an example of a brand new paved asphalt roadway. This is a PCI of 100. Next, you've got a PCI of 70. You're starting to see some minor cracking on the pavement surface.

Next is a PCI of 40.

You're starting to see some more intense cracking. The cracks are meeting up and there's some deterioration that's gone beyond the surface level and starting to affect the sub-base and the pavement underneath what is visible. And lastly, you've got a PCI of less than 10. The pavement is starting to crack to the point that it is becoming undrivable and it's to the point that it's in need of a full rebuild, which I will touch on here in a moment. So I want to jump back quickly to and highlight a PCI of 70. A PCI of 70 is our target throughout the city. And the next slide is going to go into detail as to why that is desired. So this all has to do with the idea of finding the right treatment at the right time. the strategic use of funds is vital to yield the most pavement life at the best possible condition. So during the early years of a pavement's life cycle, once in the good condition category that I outlined before, we're able to prolong the time that the pavement stays in this good condition by sealing small cracks and doing minor patching when necessary. So as you can see on the screen, the cost to perform maintenance when the pavement is in the good condition category is pretty cheap at $30 a square yard. Starting at around a PCI of 70, extending down to approximately a PCI of 40, we consider varying degrees of resurfacing to restore the pavement to this new light condition. So as you can see, the further down the graph we go, the cost to repair the pavement to get it back up into the good condition category starts to go up significantly. You're seeing ranges from $60 a square yard to $80 a square yard, depending on the exact treatment. So below a PCI of 40, it becomes increasingly infeasible to repair pavement through resurfacing and rather the entire pavement cross-section needs to be reconstructed. So as you can see, as you fall into the bottom half of the graph into the poor condition category, you're starting to see the cost to perform a full rebuild to get back up into the good condition category increase almost three, more than three times compared to the next best treatment or the next best treatment up on the graph. So this is the motivation behind having our target PCI citywide at 70. In striving to keep the majority of our roads close to 70, we seek to preserve the pavement while it is in the good or the fair categories so we avoid the need for an expensive reconstruction. So now I'm going to talk briefly about what we're seeing out there on the roads today. These dials on the screen show the state of our streets as of summer 2025. This is when we last had our PCI data collected. I want to touch on that briefly and say that in summer of 2025, we had a vendor go out and collect brand new PCI data that is now reflected on the screen and the data that you're seeing. And it's been updated in our city database that we use to track all of this. So the dials on the screen show the average PCI, the number of equivalent lane miles, and the percentage of roads in the good, fair, and poor condition for local streets, all streets combined, and arterial and collector streets. An equivalent lane mile that I just mentioned is one lane of road that is one mile long and 12 feet wide. So as you can see on the screen, our local streets are currently averaging a PCI of 71, which exceeds our target of 70 that I mentioned previously. Arterial and collector streets are averaging a 58, which is below the target. And overall, all city streets are averaging a PCI of 65. So for comparison, the PCI values last year for the 2024 report were locals at a 71, arterials and collectors at a 57, and a 64 overall. So the overall average PCI has gone up in the past year, which is driven by the completed projects in 2025 and the new PCI data we collected last summer. And this is all driven, excuse me, sorry. This is local streets have stabilized near the target PCI, while ulterior and collector streets have increased slightly, which is all consistent with our previous modeling projections. So now I want to talk briefly about funding. The local street program is funded through a combination of a 1% utility tax on city and private utilities and $150,000 transferred in from city utilities, which includes water, sewer, and storm. This provides $2 million of funding per year, which our previous modeling projections have shown is needed to maintain our local street system at a PCI of 70. The story is a little bit different for the arterial and collector street program. So annual funding of $5 million per year was identified as the threshold to achieve the target PCI of 70 within 20 years. This funding is provided through a combination of a 1.5% tax on city utilities, which includes water, sewer, storm, and solid waste, a 0.1% sales tax enacted through the Transportation Benefit District, and lastly, grant funding. So grant funding is not a funding source that can be relied upon as it is highly competitive and the group of competitive roads eligible for projects is decreasing over time as we receive awarded projects. And currently we have no secured grant funding beyond 2027 as shown on the screen. The graphs show funding targets, not necessarily when or how this funding is programmed, meaning that sometimes we spend more in one year and less in another. So now I want to highlight projects that were completed in 2025 and then go through planned projects for the future. So starting with completed in 2025, we wrapped up the A Street Southeast Preservation Project from 37th Street Southeast to Lakeland Hills Way. This performed a grind and overlay of the pavement. Here is a photo of the completed project with brand new asphalt and channelization all wrapped up. In 2025, we also completed the downtown infrastructure project, which performed a combination of grinding and overlaying and full rebuild on Auburn Ave and East Main Street here in downtown. Here's a photo of the completed work. And I do want to know what this project, the pavement work is complete, but we're still wrapping up some of the signal and infrastructure work downtown. And lastly, in 2025, we completed a grind and overlay of C Street Southwest from Main Street to the GSA signal. And here's a photo of the completed work out there as well.

So next I wanna highlight future planned projects.

I'll start first with the Local Street Preservation Program. In 2025, we have the 2025 Local Street Preservation Project planned. This will reconstruct 33rd Street Southeast and O Street Southeast, as shown on the screen. I do want to note that the pavement work for this project has been completed, but it was completed in 2026, so it isn't included in this report as completed because it wasn't done in 2025. That project is wrapping up, like I said. We also have planned the 2026 Local Street Preservation Project, which will reconstruct J Street Southeast, 8th Street Southwest, and 4th Street Southeast for the extents shown on the screen. That project is currently in design and going to construction soon. And lastly, we have the 2027 Local Street Preservation Project. This will perform a full rebuild of Southeast 316th Street up on Lee Hill, and it'll grind and overlay Southeast 307th Place and Southeast 299th Street for the extent shown on the screen. This one has a lot of locations, so I'll continue to highlight them. South 297th place and 55th place south up on West Hill. We'll be grinding overlaying 10th Street northeast and 42nd Street northeast in the valley. And lastly, we'll be grinding overlaying Orvitz Place southeast near Lakeland Hills. Jumping over to the arterial and collector side, in 2026, we are performing a grind and overlay of the rest of C Street, C Street Southwest from the GSA signal to Ellingson Road. We also have in 2026 planned the 2026 arterial patching project. This is going to perform patching of up to 5,000 square feet at all of the following locations. And the goal of this is to preserve and restore some of the worst parts of these streets. So this is going to include 15th Street Southwest and C Street Northwest as outlined on the screen, West Valley Highway, Lakeland Hills Way. 53rd Ave SE and Randall Ave SE. And lastly, 37th St NW, 112th Ave SE and 124th Ave SE. In 2027 will be grinding overlaying Lake Tapps Parkway from Sumner Tapps Highway out to city limits. In 2027, we will also be grinding overlaying A Street Southeast from 17th Street Southeast to 37th Street Southeast. James previously mentioned this project, but in 2027, we will be performing a grinding overlay of the pavement on 10th Street Northeast from the AB corridor over to Auburn Way North, right in front of Fred Meyer. And finally, in 2028, we will be widening East Valley Highway, preserving the existing pavement that we can and widening the highway to two lanes in each direction. So that wraps up the projects that we're working on. Right now, I just want to quickly wrap everything up by highlighting what's next. So we're going to finalize the scope of all of our future projects. There are more in the pipeline that just haven't secured funding yet. We want to continue to pursue grant funding for preservation. We're going to track new revenue streams versus our projections to determine if our established funding needs are being met. We're now in the process of refining those funding projections to ensure we're on track to meet our PCI goals. based on the new 2025 PCI data that was collected and the new storm infrastructure requirements that are now triggered by full depth pavement restoration. We're gonna publish this information in the summer 2026 Auburn Magazine. And lastly, we have updated the website with this new 2025 SOS information. So that's the end of my presentation. I can now take questions.

Thank you, Bryce. First off, kudos to you and the Public Works staff for being super efficient, especially with a lot of these projects because you hear about people saying, well, it's an inconvenience. It's a minor inconvenience, right? But look at our streets now. They're fabulous. My question lies a little bit more along the elements, right? The weather. that plays a factor in how our streets and continue with the traffic over them. I'm thinking back to December in the flooding. And did we have an opportunity to go back and look at some of the streets after that and some of the roads that were impacted by some of the flooding within our area?

Yeah, when that was going on, I just at a higher level took a lot of video and we have traffic cameras out and things like that to take videos of the impacted areas. I personally haven't found that the pavement or really any of our infrastructure was that negatively impacted by that. And I think that speaks to the stability of a lot of the infrastructure that we have out there. On a higher level, if you're speaking, are you wondering like weather wise when we can do projects?

No, I was just thinking, I mean, we had obviously a flooding event within lots of South King County. And I'm glad that you touched on the fact that you guys went out and took a look on the level of quality that continues within our infrastructure.

So that's one of my... Yeah, and we also rely on our maintenance and operations teams to report things like that to us if they have a concern. We have monthly meetings with them to go over locations of concern, and they were monitoring that situation as well and on top of that. So if there was anything of concern, it definitely would have made its way to us. But to this point, yes, I haven't heard of any negative impacts to the pavement specifically. Thank you.

yeah pencil any questions for bryce councilmember sturgis thank you for the grind and overlay um first off thank you so much this i was really excited about this presentation tonight um really great information i and it's just i i know all of us care so much because a large amount of our tax dollars go towards this so um i hear a lot about the streets so but thank you for a great presentation But what's the lifespan of choosing the grind and overlay versus a full rebuild? How long does a grind and overlay typically last?

Yeah, so the point of the different treatments is not necessarily the lifespan of it it's where the pavement is when you perform that treatment so if the pavement is at in the pci range of 70 to 40 or i got that backwards sorry 40 to 70 you can rehabilitate the pavement by just performing a grind and overlaying getting it back up to a pci of near 100. And when it's in the poor condition category, you have to do a full rebuild. So you're getting, the different treatments are all getting it back up to the same point to preserve the lifespan to then be in the range of anywhere from 20 to 30 years. And that's a duration of an entire career. So anytime we can get out and get any sort of treatment done on a roadway generally, then we say we should be able to just perform preventative maintenance on it for the future and should be able to keep it in that good condition. So that's the overall goal of what we're trying to do with the target PCI of 70.

Council, any more questions for Bryce? All right. Next up is our draft ordinance 7018 for Lake Meridian Water District franchise agreement number FRN25-0003. Director Graub.

And I've got Amber Olds coming up. She is our right-of-way specialist, and she's going to walk through this franchise with you.

You guys get the whole transportation team tonight. Love it.

Very informative.