Chapter 12.02
STREET FUNCTIONAL CLASSIFICATION PLAN

Sections:

12.02.010    Purpose.

12.02.020    Intent.

12.02.030    Principal arterials.

12.02.040    Minor arterials.

12.02.050    Arterial collector streets.

12.02.060    Neighborhood collector streets.

12.02.070    Local streets.

12.02.080    Implementation.

12.02.010 Purpose.

All roads within the city shall be classified as principal arterials, minor arterials, arterial collector streets, neighborhood collector streets or local streets. [Ord. 202 § 1.01; Ord. 6-96; Ord. 10-01].

12.02.020 Intent.

Functional classification is the process by which streets are grouped into classes, or systems, according to the character of the service they are intended to provide. Most travel involves a movement through a network of streets. It becomes necessary then to determine how this travel can be channelized within the network in a logical and efficient manner. Functional classification defines the nature of this channelization process by defining the part that any particular street should play in serving the flow of trips through a street network.

Streets identified in the functional classification system are derived from existing streets and those identified on the city’s transportation improvement plan (TIP), which is adopted by the city council annually. The TIP is a planning document to facilitate the funding and construction of the city’s transportation element of the comprehensive plan.

Unconstructed portions of streets and corridors as designated on the TIP have been included to provide the long range planning and regulatory control necessary to protect and maintain the function of the street/corridor. [Ord. 202 § 1.02; Ord. 768 § 1.01; Ord. 6-96; Ord. 10-01].

12.02.030 Principal arterials.

Principal arterials provide travel service (mobility) for major traffic movements within the city. They serve as major centers of activity, intra-area travel between suburban centers, between larger communities, and between major trip generators. Principal arterials serve the longest trips and carry the major portion of trips entering and leaving the overall area. Typically they are one of the highest traffic volume corridors in the city. They frequently serve as important inter-urban and inter-city bus routes.

The spacing of principal arterials is usually about one mile. Service to abutting land should be subordinate to the provision of travel service for major traffic movements. Desirably it is located on community and neighborhood boundaries or adjacent to but not through major shopping centers, parks and other homogeneous areas. [Ord. 202 1.03; Ord. 768 § 1.03; Ord. 6-96; Ord. 10-01; Ord. 39-04].

12.02.040 Minor arterials.

Minor arterials interconnect with and augment the principal arterial system. Minor arterials connect major arterials to collector streets and small generators. They provide service to medium size generators, such as less intensive commercial development, high schools and some middle/grade schools, warehousing areas, active parks and ball fields and other land uses with similar trip generation potential. They distribute travel to smaller geographic areas and communities than those identified within the principal arterial system. They provide travel service trips of moderate length of a somewhat lower level of travel mobility than principal arterials. The design year ADT is typically in the range of 2,500 to 15,000 vehicles per day.

Spacing of minor arterials is usually less than one mile in fully developed areas. They provide intra-community continuity and are typically a continuous street with a direct rather than meandering alignment. They may carry local bus routes.

Minor arterials allow for more emphasis on land access than the principal arterial system. They usually do not penetrate identifiable neighborhoods. [Ord. 202 § 1.03; Ord. 768 § 1.03; Ord. 6-96; Ord. 10-01].

12.02.050 Arterial collector streets.

Arterial collector streets distribute trips between the principal and minor arterials and the ultimate destination, or may collect traffic from the neighborhood streets and channel it into the arterial system. They carry a low portion of through traffic and a high portion of local traffic with an origin or destination within the area. Arterial collector streets provide both land access service and traffic mobility. Spacing is approximately one-quarter mile. The design year ADT is typically in the range of 1,000 to 4,000 vehicles per day. The allowable traffic volumes on arterial collector within the South Richland collector street finance plan boundary shall be allowed to increase to no more than 8,000 vehicles per day while the plan is in effect. [Ord. 202 § 1.04; Ord. 768 § 1.04; Ord. 6-96; Ord. 10-01; Ord. 39-04].

12.02.060 Neighborhood collector streets.

A neighborhood collector street serves as primary access between the development/subdivision and the arterial/arterial collector system. It distributes and/or collects traffic from the local roads in the residential neighborhood and channels it into the arterial system. It directly serves any major traffic generators within the neighborhood such as a church or an elementary school. It usually serves one moderate sized neighborhood or a combination of a few small developments. It serves little or no through traffic generated outside of the neighborhood. The design year ADT is typically in the range of 400 to 1,500 vehicles per day. [Ord. 10-01].

12.02.070 Local streets.

All streets or parts of streets not designated as principal arterials, minor arterials, arterial streets or neighborhood collector streets are classified and designated as local streets.

Local streets provide direct access from abutting property to the collector street. They are typically an internal subdivision road and service to through traffic is deliberately discouraged. Typical ADT is generally less than 1,000 vehicles per day. [Ord. 10-01].

12.02.080 Implementation.

Street functional classification shall be as designated in the latest adopted version of the Tri-Cities Urbanized Area Functional Classification System as it pertains to the city of Richland. The city engineer is directed to implement the street classifications described in this chapter through the use of appropriate street design standards, traffic control devices and access regulations. [Ord. 10-01; Ord. 27-12 § 1].