Q'it eria Used to Determine <br />St reef 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 />Average DaliyTraffic (ADT).,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 wIII <br />generally be more important than mobility for <br />traffic. On arterial streets with commercial land <br />use, such as West 111" 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 11111, the proportlon 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-auto 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 i n 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 r <br />Ranges <br />Figure 4 <br />Street <br />Average <br />Classif icat ion <br />Daily Traf fic <br />Major Art a lals - ~ <br />C 20,000 ADT and Up <br />Minor. Arterials w--- - - <br />7,500 to 20,000 XJr <br />Major Qollector <br />1 <br />2,500ta7,500At7T <br />Neighborhood . <br />O <br />AD <br />- <br />ollect.or - <br />1,500 to 2,500 <br />T <br />Local Strests <br />t Lewthan1500ADT <br />616- 34 <br />