Criteria Used to Determine <br />St reet aassificat ions <br />The determination of the appropriate classification <br />for each street in a city requires a process that <br />examines the relative role each street plays as part <br />of the entire system. Because it is not possible to. <br />measure directly the proportion of "mobility" and <br />"access" that each street segment provides, the <br />process involves an evaluation of several important <br />criteria that correlate strongly with those primary <br />attributes of mobility and access, These criteria <br />have been adapted from national guidelines, to be <br />applicable to Eugene in terms of our community's <br />size, geographic form, and certain transportation- <br />related characteristics such as a higher-than-average <br />use of non-auto modes of travel. <br />The five criteria used for determining street classifi- <br />cation are described as follows: <br />A\erage Daily Traff ic (AM). Generally speaking, <br />the higher the volume is, the higher the demand <br />is for use of that street. On streets with higher <br />traffic volumes, the demand for traffic mobility is <br />more likely to outweigh the need for access to <br />abutting land. Conversely, where volumes are <br />lower the access function of the street will <br />generally be more important than mobility for <br />traffic. On arterial streets with commercial land <br />use, such as West 11'h Avenue, the land access <br />function of the street is still very important. <br />'However, since considerable through traffic (i,e. <br />traffic not stopping at a destination along the <br />street, but continuing to a destination. elsewhere) <br />uses West 11'h, the proportion of traffic using the <br />street for local access is relatively small com- <br />pared to a local street or a collector. Figure 4 <br />shows the typical ranges of traffic volumes that <br />correspond to various classifications. These <br />volumes do not in themselves define or deter- <br />mine the classification; additional criteria <br />described below are also taken into account. <br />Use by non-aut o modes of t ravel. The ADT <br />criterion described above provides an easily- <br />obtained measure of the number of vehicles <br />using a given street. While ADT is an important <br />yardstick, another very significant feature of <br />Eugene's streets is the accommodation of non- <br />auto modes, including walking, bicycling, and <br />transit use. The number of modes'of travel using <br />a street is telling of a street's importance in the <br />city's network; the more modes using a street, <br />the more users that street serves, and the more <br />important that street is to the movement of <br />people, goods, and services throughout the city. <br />In the staff analysis, the presence of sidewalks <br />for pedestrians, bicycle lanes, and/or the pres- <br />ence of transit service was considered one <br />important factor in evaluating the appropriate <br />classification for each street. <br />Typical Traffic Volume Ranges <br />Figure 4 <br />Street Average <br />Qassif icat ion Daily Traff is <br />Major Art erlals 20,000 ADT and Up <br />Minor Art erials T @ 7,500 to 20,000 ADT <br />Major Collector 2,500 to 7,500 ADT <br />Neighborhood A <br />Cbllect.or - 1 1,500 to 2,500 ADT <br />Local Streets 0 Less than 1500 ADT <br />616- 34 <br />