3.1
Purpose and Use
(1) This section
provides a system of eight highway categories for access control purposes. The
number, spacing, type, and location of access and traffic signals have a direct
and often significant effect on the capacity, speed, and safety of the highway
and are limited in a hierarchical method by this category system. The location,
operation and design standards within each category are necessary to ensure
that the highway will continue to function at the level (category) assigned.
Each state highway segment is assigned a category as provided in subsection 2.2
of the Code. These assignments are listed in the State Highway Access Category
Assignment Schedule,
2 CCR 601-1 A, which can be
obtained from the issuing authority.
(2) The standards in this section have been
written so that the safety and operations of the complete general street system
will be considered, when determining access to the state highway.
(3) The "Functional Characteristics
and Category Assignment Criteria", subsection of each category is
intended to describe the existing or future function of roadways for which that
category is most appropriate. The existing design of the highway is not
required to meet the design standards of the assigned category at the time it
is assigned. All new access permitting and other access design decisions shall
meet the design standards in this section for the assigned category for the
highway or segment of highway. A proposed access that may be allowed under Code
Section Three criteria, but fails to meet the design or safety criteria of Code
Section Four, should be denied unless a design waiver can be
approved.
(4) Traffic signals and
their installation are also regulated by the Federal
Manual on Uniform
Traffic Control Devices, (M.U.T.C.D.) and the Colorado Supplement
under section
42-4-104, C.R.S., as amended.
Nothing in the Code is intended or shall be interpreted as requiring the
Department to authorize a traffic signal or left turn movement at any location.
No traffic signal shall be authorized without the completion of an analysis of
traffic signal system operation, construction feasibility, and safety as well
as meeting M.U.T.C.D. signal warrants. When a traffic signal or operations
study is required, the study shall include the information, data and analysis
requirements of section 2.3 to the extent requested by the Department and
issuing authority and be sealed by a Colorado registered professional engineer.
The Department may at its discretion in consideration of granting an access
permit, require design and operational modifications as it considers necessary,
restrict one or more turning movements, or deny the access so long as such
discretion does not violate law.
Table 3.1: Overview of the Access Category Classification
Hierarchy
Table of access categories, with approximate
descriptions
|
F-W Interstate System, Freeway
Facilities
|
E-X Expressway, Major Bypass
|
Rural
|
Non-Rural
|
R-A Regional Highway
|
NR-A Regional Highway
|
R-B Rural Highway
|
NR-B Arterial
|
NR-C Arterial
|
F-R Frontage Roads (both urban and
rural)
|
3.2
Access to Designated
Freeways
(1) The freeway statute,
section 43-3-101 et seq., C.R.S., first
adopted in 1941, controls public way access to state highways that are
designated freeways by the Commission. Access permits for public way access to
these highways shall not be issued unless prior authorization is obtained
pursuant to section
43-3-104, C.R.S. This also applies
to any private access that is proposed to become a dedicated public way in the
future. Any restrictions placed on such approvals may be reflected in the
access permit.
3.3
Emergency Access
(1) Emergency
access may be permitted on categories R-A, R-B, NR-A, NR-B, NR-C and F-R where
required by local safety regulations. Such direct emergency access may be
permitted only if it is not feasible to provide the emergency access to a
secondary roadway. A written explanation with references to local standards
from an appropriate government safety official shall be included with the
application.
3.4
Field Approaches
(1) Field
approaches may be granted to categories R-A, R-B, NR-A, NR-B, NR-C, and F-R
where in the determination of the issuing authority and the Department, the
field has no other sensible access. Additional field approaches to property
under the same ownership or controlling interest may be granted if the
necessity for such additional access due to topography or ongoing agricultural
activities is demonstrated. Field approaches shall be kept to the minimum
necessary to provide access service. Field approaches should meet minimum
access design and safety standards of the Code. A change in use of the parcel
of land serviced by the field approach may require that the field approach be
closed. The spacing criteria between accesses contained in the Code may be
waived for field approaches. All such field accesses shall meet the sight
distance criteria of the Code.
3.5
Auxiliary Turn Lanes
(1) Auxiliary lanes are required as described
within each category in Section Three. In addition, auxiliary lanes may also be
required where any of the following subsections require.
(2) If necessary, for specifically identified
and documented safety and operation reasons, a right turn acceleration lane may
be required when, a) for any access where a high traffic volume on the highway
or using the access and the lack of acceptable gaps in traffic make use of an
acceleration lane necessary for vehicles to safely and efficiently enter the
highway traffic flow through the use of available short gaps in traffic, or b)
where necessary for public safety and traffic operations based upon site and
roadway specific conditions such as horizontal and vertical curves, or c) the
posted speed is greater than 40 MPH.
(3) If necessary, for specifically identified
and documented safety and operation reasons, a left turn acceleration lane may
be required when unique location factors such as; highway speed and traffic
density, access volume, the volume of commercial trucks, the influence of
nearby access, existing highway auxiliary lanes close to the access, nearby
traffic control devices, available stopping sight distance, and where other
topographic and highway design factors exist that determine the need.
(4) For those access locations that have a
high percentage of trucks using the access, it may be required that each
auxiliary lane be built to full length and width according to table 4-6 and the
transition taper length shall extend beyond the full length.
(5) The auxiliary lanes required in the
category design standards may be waived when the
20th year predicted roadway volumes conflicting with
the turning vehicle are below the following minimum volume thresholds. The
right turn deceleration lane may be dropped if the volume in the travel lane is
predicted to be below 150 DHV. The left turn deceleration lane may be dropped
if the opposing traffic is predicted to be below 100 DHV. The right turn
acceleration lane may be dropped if the adjacent traveled lane is predicted to
be below 120 DHV. The left turn acceleration lane may be dropped if the volume
in the inside lane in the direction of travel is predicted to be below 120
DHV.
3.6
Category
F-W - Interstate System, Freeway Facilities
Functional Characteristics and Category Assignment
Criteria
(1) This category is
appropriate for use on highways that have the capacity for high speed and
relatively high traffic volumes over medium and long distances in an efficient
and safe manner. They provide for interstate, interregional, intra-regional,
intercity and, in larger urban areas, intracity travel. Interstate freeways are
typical of this category.
Access Granting Criteria Including Category Related
Access Location, Operation and Design Standards
(2) All opposing traffic movements shall be
separated by physical constraints such as grade separations and non-traversable
median separators. Access to the roadway, when allowed, shall consist of
directional ramps, shall be suitably spaced and designed to provide the minimum
differential between the speed of the through traffic stream and the speed of
the merging or diverging vehicles. Location and design of access shall be
determined on an individual basis by the Department in accordance with its
authority under section
43-3-101 et seq., C.R.S., as
amended, this Code, and the federal regulations governing federal-aid highway
design and construction. Private direct access to the F-W roadway is prohibited
without exception. Except for temporary emergency and project construction
access, each access allowed to a category F-W highway must receive the specific
approval of the Chief Engineer and the Commission. Access to category F-W
highways must comply with federal regulations and may require Federal Highway
Administration "FHWA", approvals.
(3) Auxiliary lane design and lengths shall
meet federal Interstate design practices and be approved by the Department. The
lengths shall be no less than that required by category E-X.
(4) Temporary access may be allowed for
official emergencies. Temporary access may be allowed by a Department Region
Transportation Director with FHWA concurrence where directly related to an
access category F-W highway construction project. Temporary construction
related access outside the construction zone may be allowed only if no
reasonable alternative exists and the access meets Code Section Four standards.
Such access may also require FHWA approval. Temporary access within a
construction zone shall be incorporated into the approved traffic control
plans.
(5) Access onto category F-W
highway right-of-way but not to the roadway may be permitted by special
Department license or agreement if approved by the FHWA and the Chief Engineer,
where such access will not connect to the main roadway, and may be for such
purposes as bike and pedestrian paths, drainage, underpasses, overpasses,
utilities and related public necessities which will not connect to or interfere
with the main roadway, ramps, or cause any type of highway safety, operational,
or design deficiencies.
(6) All
private direct access to category F-W main roadways, access ramps, and
structures is strictly prohibited unless specifically authorized for official
temporary highway construction purposes under Department contract. Access to a
frontage road built in association with a category F-W roadway, may be
permitted in accordance with the assigned access category of the frontage
road.
(7) A new interchange or a
significant modification to an interchange on a F-W category highway, requires
an interchange management plan. See subsection 2.13.
3.7
Category E-X - Expressway, Major
Bypass
Functional Characteristics and Category Assignment
Criteria
(1) This category is
appropriate for use on highways that have the capacity for high speed and
relatively high traffic volumes in an efficient and safe manner. They provide
for interstate, interregional, intra-regional, and intercity travel needs and
to a lesser degree, some intracity travel needs. Direct access service to
abutting land is subordinate to providing service to through traffic movements.
Access Granting Criteria Including Category Related
Access Location, Operation and Design Standards
(2) Typical spacing of intersecting streets,
roads and highways shall be planned on intervals of one mile and normally based
upon section lines where appropriate. One-half mile spacing of public ways may
be permitted to the highway only when no reasonable alternative access to the
general street system exists.
(3)
No access to private property may be permitted unless reasonable access cannot
be obtained from the general street system. When private access is permitted,
left turns may be allowed if in the opinion of the department such left turns
can be reasonably accomplished and it is not a divided highway. When direct
private access is permitted, appropriate terms and conditions shall be included
in the permit to achieve the following criteria;
a) the access should be closed when other
reasonable access to a lower functional street, road or highway is reasonably
available,
b) the access permit
should specify under what circumstances the closure may be required, and
c) if known, the future access
location and the date the closure may occur.
(4) When allowed, auxiliary turn lanes shall
be installed according to the criteria below.
(a) A left turn deceleration lane is required
for any access with a projected average daily left turn ingress volume greater
than 10. The transition taper length will be included within the required
deceleration length. If the projected peak hour left ingress turning volume is
greater than 10 vph, a left turn lane with deceleration, storage, and
transition taper lengths is required for any access.
(b) A right turn lane with deceleration and
taper lengths is required for any access with a projected peak hour right turn
ingress turning volume greater than 10 vph.
(c) A right turn lane with acceleration and
taper lengths is required for any access with a projected peak hour right
turning volume greater than 10 vph.
(d) A left turn acceleration lane may be
required if such a design would be a benefit to the safety and operation of the
roadway or as determined by subsection 3.5. Left turn acceleration lanes are
generally not required where; the posted speed is less than 45 mph, or the
intersection is signalized, or the acceleration lane would interfere with the
left turn ingress movements to any other access.
(e) If left turns are allowed and no left
turn lane is required, then a minimum of a 10 foot outside shoulder in the
direction of the left turning vehicle may be required.
(5) Unless otherwise specifically categorized
and individually referenced by the State Highway Access Category Assignment
Schedule, or noted in category F-W, private direct access should be prohibited
from all vehicular overpasses, underpasses, bridges, structures, and ramps, on
or connected to any state highway.
(6) No additional access rights shall accrue
and no additional access shall be provided upon the splitting or dividing of
existing parcels of land or contiguous parcels under the same ownership or
controlling interest. All access to the newly created properties shall be
provided internally from the existing access or a new access determined by the
permit application or subdivision procedures.
(7) All access provided to a category E-X
highway shall be done so with the understanding that if the highway is
reconstructed, the direct access location may be closed and alternative access
may be required to a frontage road or by other available means.
(8) Signals at intersections with major cross
streets or roads of equal importance may be programmed to optimize traffic on
both streets equally. Cross-streets of lesser importance need not be optimized
equally. Traffic signals on the highway should be programmed to allow a
desirable highway bandwidth of at least 40 percent. The efficiency of the
signal system should be analyzed utilizing traffic volume, capacity, and level
of service calculations. A study including all the relevant information listed
in subsection 2.3 Shall be completed. The analysis shall determine the optimum
progression speed under both existing and proposed
conditions.
3.8
Category R-A - Regional Highway
Functional Characteristics and Category Assignment
Criteria
(1) This category is
appropriate for use on highways that have the capacity for medium to high
speeds and relatively medium to high traffic volumes over medium and long
distances in an efficient and safe manner. They provide for interregional,
intra-regional, and intercity travel needs. Direct access service to abutting
land is subordinate to providing service to through traffic movements. This
category is normally assigned to National Highway System routes, significant
regional routes in rural areas, and other routes of regional or state
significance.
Access Granting Criteria Including Category Related Access
Location, Operation and Design Criteria
(2) When application is made, one access
shall be granted per parcel of land if reasonable access cannot be obtained
from the local street or road system. Reasonable local access will be
determined in consultation with the appropriate local authority. A
determination of reasonable access from a local street or road should include
consideration of the local street or road function, purpose, capacity,
operational and safety conditions and opportunities to improve the local street
or road. Direct access to the highway should not be denied if the alternative
local access would create a significant operational or safety problem at the
alternative location and the direct access to the state highway would not be a
significant problem to the highway.
(3)
(a) The
standard for the spacing of all intersecting public ways and other accesses
that will be full movement, or are or may become signalized, is one-half mile
intervals, and based upon section lines where feasible. Exceptions to this
one-half mile standard shall not be permitted unless the proposal documents
that there are no other reasonable alternatives to achieve a one-half mile
interval, there is a documented necessity for the intersection at the proposed
location, and a signal study acceptable to the Department is completed in
accordance with section 2.3(5).
(b)
Where it is not feasible to meet one-half mile spacing and where signal
progression analysis indicates good progression (35 percent efficiency or
better), or does not degrade the existing signal progression, a full movement
may be allowed. Spacing to nearby intersections shall be sufficient to
accommodate the 20th year left turn vehicle storage
queue for both turning movements. The access location must also meet other Code
access spacing, design and need requirements. If
20th year projections for the access indicate that
the access volumes would be less than 75 percent of those required for
M.U.T.C.D. traffic signal volume warrants, or if there are less than two nearby
(within one mile either direction) accesses that are or could be signalized,
the intersection location does not need to be on one-half mile spacing, nor
does it need to meet progression analysis criteria.
(c) Where topography or other existing
conditions make one-half mile intervals inappropriate or not feasible, location
of the access shall be determined with consideration given to topography,
established property ownerships, unique physical limitations and or unavoidable
or pre-existing historical land use patterns and physical design constraints
with every attempt to achieve a spacing of one-half mile. The final location
should serve as many properties and interests as possible to reduce the need
for additional direct access to the state highway. In selecting locations for
full movement intersections, preference shall be given to public ways that meet
or may be reasonably expected to meet signal warrants in the foreseeable
future.
(4) If a
restrictive median exists, left turns at unsignalized intersections should be
restricted, unless the restriction of these movements would cause a safety or
operations problem, or cause an out-of-direction movement of greater than one
mile. If a traversable median exists, left turns will be permitted unless an
operational or safety problem is identified.
Auxiliary Lane Requirements
(5) Auxiliary turn lanes shall be installed
according to the criteria below.
(a) A left
turn deceleration lane with taper and storage length is required for any access
with a projected peak hour left ingress turning volume greater than 10 vph. The
taper length will be included within the required deceleration
length.
(b) A right turn
deceleration lane and taper length is required for any access with a projected
peak hour right ingress turning volume greater than 25 vph. The taper length
will be included within the required deceleration length.
(c) A right turn acceleration lane and taper
length is required for any access with a projected peak hour right turning
volume greater than 50 vph when the posted speed on the highway is greater than
40 mph. The taper length will be included within the required acceleration
length. A right turn acceleration lane may also be required at a signalized
intersection if a free-right turn is needed to maintain an appropriate level of
service in the intersection.
(d)
Right turn deceleration and acceleration lanes are generally not required on
roadways with three or more travel lanes in the direction of the right turn
except as provided in subsection 3.5.
(e) A left turn acceleration lane may be
required if it would be a benefit to the safety and operation of the roadway or
as determined by subsection 3.5. A left turn acceleration lane is generally not
required where; the posted speed is less than 45 mph, or the intersection is
signalized, or the acceleration lane would interfere with the left turn ingress
movements to any other access.
(6) No additional access rights shall accrue
upon the splitting or dividing of existing parcels of land or contiguous
parcels under or previously under the same ownership or controlling interest.
All access to newly created properties shall be provided internally from any
existing access or a new access determined by Code design standards or by
permit application and consistent with this subsection.
(7) When an existing access meets the
warrants for a traffic signal as defined in the M.U.T.C.D., and the location
does not meet the requirements of subsection 3.8 , the access shall be
reconstructed to eliminate or reduce the traffic movements that cause the
traffic signal warrant to be met, and the access brought into conformance with
appropriate design criteria. A raised median may be required. Closure may be
required if alternative reasonable access is available.
(8) With the exception of frontage roads, any
new rural highway location or newly designated state highway shall be
considered no less than an access category R-A highway until the Commission has
specifically assigned an access category.
(9) Where frontage and service roads are
present, unless otherwise specifically categorized, a category R-A shall be
assumed for all at-grade rural roadway sections within Department right-of-way
between frontage and service roads and the main roadway.
3.9
Category R-B - Rural Highway
Functional Characteristics and Category Assignment
Criteria
(1) This category is
appropriate for use on highways that have the capacity for moderate to high
travel speeds and low traffic volumes providing for local rural travel needs.
Speed limits vary based on roadway design, location, and travel speeds. There
is a reasonable balance between safety, direct access and mobility needs within
this category. This category may be assigned to low volume minor arterials,
secondary collectors and local highway sections that do not normally provide
for significant regional, state or interstate travel demands. These highways
typically provide for rural transportation needs including, farm to market,
farm to farm, and may include high speed rural frontage roads.
Access Granting Criteria including Category Related Access
Location, Operation and Design Standards
(2) When application is made, one access
shall be granted to each parcel, unless the Department or Issuing authority
establishes that the access would create a significant safety or operational
problem on the highway, or the access does not meet acceptable design
standards.
(3) Turning movements
shall not be restricted if the access meets sight distance requirements, and
auxiliary lane design requirements are met, no restrictive median is present,
and if 20-year projections indicate that the intersection volumes would be less
than 75 percent of those required for M.U.T.C.D. traffic signal volume
warrants. Left or right turn movements may be restricted only if, in the
determination of the Department or the issuing authority, one or both movements
create significant roadway congestion or safety problems or hazards or a
restrictive median is already in place.
(4) Left turns shall be prohibited if a
non-traversable median is already established and the proposed opening in the
median does not provide the general public any significant benefits to highway
traffic operations and safety or would be counter to the purpose of the
median.
(5) Additional access may
be granted if the size or trip generation potential of the parcel requires
additional access to maintain good roadway traffic operations and land use
design, unless the Department or Issuing authority establishes that the access
would create a significant safety or operational problem, or the access does
not meet acceptable design standards including spacing. Any additional access
must not interfere with the location, planning, and operation of the general
street system and access to nearby properties. Where the property abuts or has
primary access to a lesser function road or an internal street system or by way
of dedicated rights-of-way or easements, any access to the state highway shall
be considered as an additional access.
(6) The recommended spacing of all
intersecting public ways and other significant accesses that will be full
movement is one-half mile intervals, and based upon section lines where
feasible. Where topography or other existing conditions make one-half mile
intervals inappropriate or not feasible, location of the access shall be
determined with consideration given to topography, established property
ownerships, unique physical limitations and or unavoidable or pre-existing
historical land use patterns and physical design constraints with a reasonable
attempt to achieve a spacing of one-half mile. The final location should serve
as many properties and interests as possible to reduce the need for additional
direct access to the state highway. In selecting locations for full movement
intersections, preference shall be given to public ways that meet or may be
reasonably expected to meet signal warrants in the foreseeable
future.
(7) If the access has the
potential to meet the M.U.T.C.D. warrants for signalization, the access
location should meet signal spacing and location requirements. Where 20-year
traffic projections exceed 75 percent of those required for M.U.T.C.D. Traffic
Signal Volume Warrants, a traffic signal progression analysis shall be done.
Where signal progression analysis indicates good progression (25 percent
efficiency or better), or does not degrade the existing signal progression, a
full movement may be allowed. In selecting access locations that may become
signalized, preference shall be given to public ways that meet the one-half
mile standard. No traffic signal shall be authorized without the completion of
an analysis of traffic signal system operation, design and safety as well as
meeting M.U.T.C.D. signal warrants.
Auxiliary Lane Requirements
(8) Auxiliary turn lanes shall be installed
according to the criteria below.
(a) A left
turn deceleration lane with taper and additional storage length is required for
any access with a projected peak hour left ingress turning volume greater than
10 vph. The taper length shall be included within the required deceleration
length.
(b) A right turn
deceleration lane with taper is required for any access with a projected peak
hour right ingress turning volume greater than 25 vph. The taper length shall
be included within the required deceleration length.
(c) A right turn acceleration lane with taper
is required for any access with a projected peak hour right turning volume
greater than 50 vph when the posted speed on the highway is 45 mph or greater
and the highway has only one lane for through traffic in the direction of the
right turn. A right turn acceleration lane is not required on multi-lane
highways of this category. The taper length will be included within the
required acceleration length.
(d) A
left turn acceleration lane with taper may be required if it would be a benefit
to the safety and operation of the roadway or as determined by subsection 3.5 .
A left turn acceleration lane is generally not required where: the posted speed
is less than 45 mph, or the intersection is signalized, or the acceleration
lane would interfere with the left turn ingress movements to any other
access.
(9) If the
proposed access will not meet Section Four design and spacing standards, the
access may be denied if absent the proposed access the property has reasonable
alternate access available to the general street system.
3.10
Category NR-A - Non-Rural
Principal Highway
Functional Characteristics and Assignment Criteria
(1) This category is appropriate for use on
non-rural highways that have the capacity for medium to high speeds and provide
for medium to high traffic volumes over medium and long distances in an
efficient and safe manner. They provide for interregional, intra-regional,
intercity, and intracity travel needs in suburban and urban areas as well as
serving as important major arterials in smaller cities and towns. Direct access
service to abutting land is subordinate to providing service to through traffic
movements. This category is normally assigned to National Highway System
routes, and other routes of regional or state significance.
Access Granting Criteria including Category Related Access
Location, Operation and Design Standards
(2) When application is made, one access
shall be granted per parcel if reasonable access cannot be obtained from the
local street or road system. Reasonable local access will be determined in
consultation with the appropriate local authority. A determination of
reasonable access from a local street or road should include consideration of
the local street or road function, purpose, capacity, operational and safety
conditions and opportunities to improve the local street of road. Access to the
highway should not be denied if the access will not create a safety or
operational problem to the highway but would create safety or operational
problems on the local street or road or cause the local street or road to be
used in a manner which it was not intended.
(3) The desirable standard for the spacing of
all intersecting public ways and other accesses that will be full movement, or
have the potential for signalization, is one-half mile intervals and based upon
section lines where feasible. Exceptions to this one-half mile standard may be
permitted when the proposal documents that there are no other reasonable
alternatives to achieve a one-half mile interval, or that an additional signal
is necessary. The applicant must establish to the Department's satisfaction
that, a) there are no other reasonable site design, access or circulation
alternatives eliminating the need for the signal, and b) there is a proven
public necessity for the intersection, and c) a traffic signal study and
traffic analysis acceptable to the Department is completed. The study must show
that the proposal is able to achieve a signal progression analysis that
indicates a good progression of 35 percent efficiency or better, or must be
able to show that it does not degrade the existing signal progression. Code
criteria for access spacing, 20th year left turn
storage capacity, and roadway design must also be met. In selecting locations
for traffic signals, and for doing analysis, preference shall be given to
public ways that meet or may be reasonably expected to meet signal warrants in
the foreseeable future.
(4) Where
topography or other existing conditions make one-half mile intervals
inappropriate or not feasible, location of the access shall be determined with
consideration given to topography, established property ownerships, unique
physical limitations and or unavoidable or pre-existing historical land use
patterns and physical design constraints. The final location should serve as
many properties and interests as possible to reduce the need for additional
direct access to the state highway.
(5) Left turns in (3/4 movement) may be
allowed at accesses if the addition of left turns will improve operation at an
adjacent full-movement intersection, and meet appropriate design criteria, and
significant operational or safety problems would not occur. Left turns should
be prohibited if a non-traversable median is already established and the
proposed opening in the median does not provide the general public any
significant benefits to highway traffic operations and safety or would be
counter to the purpose of the median.
(6) Additional right turn only access shall
be allowed where required acceleration and deceleration lanes can be provided,
would relieve an identified congestion condition on the local street or road
system, would not be detrimental to the safety and operation of the highway,
would be in compliance with Code Section Four design standards, and the
additional access would not knowingly cause a hardship to an adjacent property
or interfere with the location, planning, and operation of the general street
system.
Auxiliary Lane Requirements
(7) Auxiliary turn lanes shall be installed
according to the criteria below.
(a) A left
turn deceleration lane and taper with storage length is required for any access
with a projected peak hour ingress turning volume greater than 10 vph. The
taper length will be included within the required deceleration
length.
(b) A right turn
deceleration lane and taper is required for any access with a projected peak
hour ingress turning volume greater than 25 vph. The taper length will be
included within the required deceleration length.
(c) Right turn acceleration lane and taper is
required for any access with a projected peak hour right turning volume greater
than 50 vph when the posted speed on the highway is greater than 40 mph. The
taper length will be included within the required acceleration length. A right
turn acceleration lane may also be required at signalized intersections if a
free-right turn is needed to maintain an appropriate level of
service.
(d) Right turn
deceleration and acceleration lanes are generally not required on roadways with
three or more travel lanes in the direction of the right turn except as
provided in subsection 3.5.
(e) A
left turn acceleration lane may be required if it would be a benefit to the
safety and operation of the roadway or as determined by subsection 3.5 . A left
turn acceleration lane is generally not required where: the posted speed is
less than 45 mph, or the intersection is signalized, or the acceleration lane
would interfere with the left turn ingress movements to any other
access.
(8) No additional
access rights shall accrue upon the splitting or dividing of existing parcels
of land or contiguous parcels under or previously under the same ownership or
controlling interest. All access to newly created properties shall be provided
internally from any existing access or a new access determined by Code design
standards or by permit application and consistent with this
subsection.
(9) No traffic signal
location shall be authorized without the completion of an acceptable analysis
of traffic signal system operation, design and safety as well as meeting
M.U.T.C.D. signal warrants. The desirable spacing standard for traffic signals
is one-half mile. Any access which would reduce the optimum highway bandwidth
if a traffic signal were installed shall be limited by the criteria of this
subsection.
(10) When an existing
access meets the warrants for a traffic signal as defined in the M.U.T.C.D.,
and the location does not meet the requirements of this subsection, the access
may be reconstructed to eliminate or reduce the traffic movements that cause
the traffic signal warrant to be met, and the access brought into conformance
with the criteria of this subsection. A raised median may be required. Closure
may be required if alternative reasonable access is available.
(11) With the exception of frontage roads,
any new non-rural highway alignment or newly designated roadway, shall be
considered no less than an access category NR-A highway until the Commission
has specifically assigned an access category.
(12) Where frontage and service roads are
present, unless otherwise specifically categorized, a category NR-A shall be
assumed for all at-grade roadway sections within Department right-of-way
between frontage and service roads and the main roadway.
3.11
Category NR-B - Non-Rural
Arterial
Functional Characteristics and Category Assignment
Criteria
(1) This category is
appropriate for use on non-rural highways that have the capacity for moderate
travel speeds and relatively moderate to high traffic volumes over medium and
short travel distances providing for intercity, intracity and intercommunity
travel needs. These routes are generally not of regional, state or national
significance. This category is typically assigned within developed portions of
cities and towns where there is established roadside development making the
assignment of a higher functional category unrealistic. This category is also
appropriate for short sections of regional highway passing through rural
communities that may be located along route of regional, state and national
significance where assignment to a higher category is unrealistic. While this
category provides service to through traffic movements, it allows more direct
access to occur.
Access Granting Criteria including Category Related Access
Location, Operation and Design Standards
(2) When application is made, one access
shall be granted to each parcel, if it does not create safety or operational
problems. The access will provide, as a minimum, for right turns only. The
access may have left turns in (3/4 movement) if the addition of left turns will
improve operation at an adjacent full-movement intersection and meet
appropriate design standards, unless significant operational or safety problems
would occur. Where it is shown that the location will be able to meet
appropriate design criteria, full-movement access shall be granted at one-half
mile spacing, or where a signal progression analysis indicates good progression
of 30 percent efficiency or better, or does not degrade the existing signal
progression. Where the proposal includes a traffic signal, the applicant must
establish that, a) there are no other reasonable site design, access or
circulation alternatives eliminating the need for the signal, b) there is a
public necessity for the intersection, and c) a traffic signal study and
traffic analysis acceptable to the Department is completed.
(3) Additional right-turn-only access shall
be allowed where required auxiliary lanes can be provided.
Additional right-turn-only access may be allowed when it
would relieve an identified congestion condition on the local street or road
system which cannot be improved, and the parcel size or trip generation
potential requires additional access to maintain good highway traffic and land
use design. To obtain the additional access the applicant must also show that
the additional access would not knowingly cause a hardship to an adjacent
property or interfere with the location, planning, and operation of the general
street system.
Auxiliary Lane Requirements
(4) Auxiliary turn lanes shall be installed
according to the criteria below.
(a) A left
turn lane with storage length plus taper is required for any access with a
projected peak hour left ingress turning volume greater than 25 vph. If the
posted speed is greater than 40 mph, a deceleration lane and taper is required
for any access with a projected peak hour left ingress turning volume greater
than 10 vph. The taper length will be included within the deceleration
length.
(b) A right turn lane with
storage length plus taper is required for any access with a projected peak hour
right ingress turning volume greater than 50 vph. If the posted speed is
greater than 40 mph, a right turn deceleration lane and taper is required for
any access with a projected peak hour right ingress turning volume greater than
25 vph. The taper length will be included within the deceleration
length.
(c) The issuing authority
or Department may require an auxiliary lane when it is specifically identified
and documented that the lane is necessary to prevent or correct an operational
or safety condition or as determined by subsection 3.5.
(d) An acceleration lane is generally not
required except as may be determined by subsection 3.5.
(5) When an existing access meets the
warrants for a traffic signal as defined in the M.U.T.C.D., and the location
does not meet the requirements of this subsection, the access may be
reconstructed to eliminate or reduce the traffic movements that cause the
traffic signal warrant to be met, and the access brought into conformance with
the criteria of this subsection. A raised median may be required. Closure may
be required if alternative reasonable access is available.
3.12
Category NR-C - Non-Rural
Arterial
Functional Characteristics and Category Assignment
Criteria
(1) This category is
appropriate for use on non-rural highways that have the capacity for low to
moderate travel speeds and relatively moderate volumes over medium and short
travel distances providing for intercity, intracity and intercommunity travel
needs. These routes are not of regional, state or national significance. This
category is typically assigned where there is extensive established roadside
development and street systems such as a 'downtown' area, making the assignment
of a higher category unrealistic. This category provides a reasonable balance
between direct access and mobility needs.
Access Granting Criteria including Category Related Access
Location, Operation and Design Standards
(2) When application is made, one access
shall be granted to each parcel if it does not create a significant safety
problem or significantly degrade operation. The access may operate as a
full-movement unsignalized access unless there is an established
non-traversable median, or a safety or traffic operation problem is
identified.
(3) Additional access
shall be granted if the additional access would not knowingly cause a hardship
to an adjacent property or interfere with the location, planning, and operation
of the general street system, and would be in compliance with Code design
standards, and the applicant establishes that an additional access is necessary
for the safe and efficient use of the property. Where the property abuts or has
primary access to a lesser function road or an internal street system or by way
of dedicated rights-of-way or easements, any access to the state highway shall
be considered as an additional access.
Auxiliary Lane Requirements
(4) Auxiliary turn lanes shall be installed
according to the criteria below.
(a) A left
turn lane with storage length plus taper length is required for any access with
a projected peak hour left ingress turning volume greater than 25 vph. If the
posted speed is greater than 40 mph, a deceleration lane and taper is required
for any access with a projected peak hour left ingress turning volume greater
than 10 vph. The taper length will be included within the deceleration
length.
(b) A right turn lane with
storage length plus taper length is required for any access with a projected
peak hour right ingress turning volume greater than 50 vph. If the posted speed
is greater than 40 mph, a right turn deceleration lane and taper is required
for any access with a projected peak hour right ingress turning volume greater
than 25 vph. The taper length will be included within the deceleration
length.
(c) The issuing authority
or Department may require an auxiliary lane when it is specifically identified
and documented that the lane is necessary to prevent or correct an operational
or safety condition, or as determined by section 3.5.
(5) For residential property, if the property
abuts or has primary access to a lower classification street or road by way of
an internal street or road system or dedicated rights-of-way or easements, any
driveway to the state highway shall be considered as an additional
access.
(6) When a proposed access
would meet the warrants for a traffic signal as defined in the M.U.T.C.D., and
the location does not meet the requirements of this subsection, the access may
be reconstructed to eliminate or reduce the traffic movements that cause the
traffic signal warrant to be met, and the access brought into conformance with
the criteria of this subsection. A raised median may be required.
(7) Minimum spacing between traffic signals
shall be that which is necessary for the safe operation, capacity, and proper
design of the signal and adjacent accesses. The location shall be consistent
with current signal progression efficiency and cause no degradation. Preference
in traffic signal location, timing and operation shall be given to highways and
cross streets of a higher access category or function. No traffic signal shall
be authorized without the completion of an analysis of traffic signal system
operation, design, and safety as well as meeting M.U.T.C.D. signal
warrants.
3.13
Category F-R - Frontage Road
Functional Characteristics and Category Assignment
Criteria
(1) Category F-R shall
be assigned only to roadways that are designated as frontage or service roads
where there is no intended purpose of providing for long distance traffic
movements. Category F-R may be assigned for high speed rural frontage roads.
Access needs will take priority over through traffic movements without
compromising the public health, welfare, or safety. Providing reasonable and
safe access to abutting property is the primary purpose of this access
category. At the request of the local authority, the Commission may in
accordance with subsection 2.2 , assign any frontage or service road to a
higher access category when desirable to meet local transportation plans and
needs.
Access Granting Criteria Including Category Related
Access Location, Operation and Design Standards
(2) When application is made, one access
shall be granted to each parcel if it does not create a significant safety
problem or significantly degrade operation. The access may operate as a
full-movement unsignalized access unless there is an established restrictive
median, or a safety or operations problem is identified. The location shall
also be consistent with current signal progression efficiency and cause no
degradation
(3) Additional access
will be granted if the additional access would not knowingly cause a hardship
to an adjacent property or interfere with the location, planning, and operation
of the general street system, and would be in compliance with Code design
standards. Additional access will be granted if the size or trip generation
potential of the parcel of land requires additional access to maintain good
design.
Auxiliary Lane Requirements
(4) Auxiliary turn lanes shall be installed
on category F-R roadways according to the criteria below:
(a) A left turn lane with storage length plus
taper length is required for any access with a projected peak hour left ingress
turning volume greater than 25 vph. If the posted speed is greater than 40 mph,
a deceleration lane and taper is required for any access with a projected peak
hour left ingress turning volume greater than 10 vph. The taper length will be
included within the deceleration length.
(b) A right turn lane with storage length
plus taper length is required for any access with a projected peak hour right
ingress turning volume greater than 50 vph. If the posted speed is greater than
40 mph, a right turn deceleration lane with taper is required for any access
with a projected peak hour right ingress turning volume greater than 25 vph.
The taper length will be included within the deceleration length.
(c) A right turn acceleration lane with taper
is required for any access with a projected peak hour right turning volume
greater than 50 vph when the posted speed on the highway is greater than 40 mph
and the highway has only one lane for through traffic in the direction of the
right turn. A right turn acceleration lane is not required on multi-lane
highways of this category. The taper length will be included within the
required acceleration length.
(d) A
left turn acceleration lane with transition taper may be required if it would
be a benefit to the safety and operation of the roadway or as determined by
subsection 3.5 . A left turn acceleration lane is generally not required where:
the posted speed is less than 45 mph, or the intersection is signalized, or the
acceleration lane would interfere with the left turn ingress movements to any
other access.
(5) Where
the end of the frontage road will proceed directly into the property or public
way, auxiliary lanes may not be necessary. If the frontage road proceeds into
private property, the applicant may be required to provide a cul-de-sac or
similar design function that will provide for the safe and convenient u-turns
of vehicles within public right-of-way.
(6) Minimum spacing between traffic signals
shall be that which is necessary for the safe operation, capacity, and proper
design of the signal and adjacent accesses. Preference in traffic signal
location, timing and operation shall be given to highways and cross streets of
a higher access category or function. No traffic signal shall be authorized
without the completion of an analysis of traffic signal system operation,
design, and safety as well as meeting M.U.T.C.D. signal warrants.