R930-6-6. Access Control

  (1) General.

  (a) This section addresses general methods, requirements and limitations utilized to manage and control access to state highways.

  (2) Access categories.

  (a) Access category management system. This rule provides a system of ten highway access categories to which all sections of state highways have been or will be assigned.

  (i) Each access category describes the function of the highways including the operational standards that are applied to maintain the highway's function in terms of mobility, capacity, traffic flow, and safety.

  (ii) The access category is assigned based on, but not limited to, evaluation of the attributes and characteristics of whether or not the facility is a part of the National Highway System, FHWA functional classification, urban or rural designation, and posted speed.

  (iii) The number, spacing, type, and location of accesses and traffic signals have a direct and often significant effect on the capacity, speed, and safety of the highway and are therefore managed by this category system which establishes a hierarchy of the roadway for access management.

  (iv) The spacing and design standards for each category are necessary to ensure the highway functions at the levels expected for its assigned access category.

  (v) The access management standards of this rule have been developed for segments or classifications of highways that have similar context and functions. Access Management standards have been established to achieve safety, capacity, and traffic flow objectives for each classification.

  (vi) Implementation of the statewide access management requirements of this rule ensures equitable, uniform, consistent, and systematic application of access management standards.

  (b) Access category description. The following describe the function and application of the ten access categories used to manage access to state highways:

  (i) Category 1: Freeway/interstate system facilities (I).

  (A) Category 1 is appropriate for use on highways that have the capacity for high speed and high traffic volumes over medium and long distances.

  (B) These facilities serve major interstate, intrastate, and inter-regional travel demand for through traffic. In urbanized and metropolitan areas, they may also serve high volume and high-speed intra-city travel.

  (C) All interstate and freeway facilities are included in this category.

  (ii) Category 2: System priority-rural importance (S-R).

  (A) Category 2 is appropriate for use on highways that have the capacity for high speed and relatively high traffic volumes.

  (B) Category 2 highways are designed and intended to achieve a posted speed of 55 mph or higher in areas without signals and 45 mph or higher in areas with signals.

  (C) These facilities provide for interstate, inter-regional, intra-regional, and intercity travel needs in rural areas.

  (D) Direct access service to adjoining land is subordinate to providing service to through traffic movements.

  (iii) Category 3: System priority-urban importance (S-U).

  (A) Category 3 is appropriate for use on highways that have the capacity for high speed and relatively high traffic volumes.

  (B) Category 3 highways are designed and intended to achieve a posted speed of 50 mph or higher in areas without signals and 40 mph or higher in areas with signals.

  (C) These facilities provide for interstate, inter-regional, intra-regional, and intercity travel needs in urban areas.

  (D) Direct access service to abutting land is subordinate to providing service to through traffic movements.

  (iv) Category 4: Regional-rural importance (R-R).

  (A) Category 4 is appropriate for use on highways that have the capacity for moderate to high speeds (generally greater than 50 mph) and relatively high traffic volumes.

  (B) These facilities move traffic across multiple communities or jurisdictions, typically connecting facilities of interstate or system importance in rural areas.

  (v) Category 5: Regional priority-urban importance (R-PU).

  (A) Category 5 is appropriate for use on highways that have the capacity for moderate speed (generally 45 mph or higher) and moderate to high traffic volumes.

  (B) There is a balance between direct access and mobility needs within this category.

  (C) These facilities move traffic across multiple communities or jurisdictions, typically connecting facilities of interstate or system importance and through urban areas that have significant potential for development or redevelopment.

  (vi) Category 6: Regional-urban importance (R-U).

  (A) Category 6 is appropriate for use on highways that have the capacity for moderate to low speeds (generally to a speed range of 40 mph or less) and moderate to high traffic volumes.

  (B) While this category provides service to through traffic movements, it allows more direct access to occur.

  (C) These facilities move traffic across multiple communities or jurisdictions, typically connecting facilities of Interstate or system importance but through urban areas that are significantly developed to the point where travel speed and capacity has eroded.

  (vii) Category 7: Community-rural importance (C-R).

  (A) Category 7 is appropriate for use on highways that have the capacity for moderate to low speeds and moderate volumes.

  (B) This category provides a balance between through traffic movements and direct access. These facilities move both regional and local rural traffic but with emphasis on local movements such as those common on small city Main Streets.

  (viii) Category 8: Community-urban importance (C-U).

  (A) Category 8 is appropriate for use on highways that have the capacity for moderate to low speeds and moderate volumes.

  (B) This category provides a balance between through traffic movements and direct access.

  (C) These facilities move traffic through a single community or to an adjacent community but not generally used for long distance (greater than five miles) travel.

  (ix) Category 9: Other importance (O).

  (A) Category 9 is appropriate for use on frontage roads, back roads, service roads, critical connections of short distance, and other special use facilities.

  (x) Category 10: Freeway one-way frontage road (F-FR).

  (A) Category 10 is appropriate for use on one-way frontage road systems that provide direct access to and from freeway ramps. Specifically, this category applies to the one-way frontage roads.

  (B) Freeway main lane and ramp components of the freeway/frontage road systems must meet the criteria defined for Category 1 facilities.

  (c) Access category assignments. To make category assignments for specific sections of state highways, the Department may consider adopted administrative and functional classifications, National Highway System routes, designated urban areas, existing and projected traffic volumes, posted and operating speed, current and future highway capacity and levels of service, current and predicted levels of highway safety, adopted state and local transportation plans and needs, the character of lands adjoining the highway, adopted local land use plans and zoning, the availability of existing and planned vehicular access from local streets and roads other than a state highway, and other reasonable alternate access provided by municipal streets and county roads. Category assignment boundaries shall be logical and identifiable. Category assignments shall maintain highway system hierarchy and facility continuity to the extent possible.

  (i) Category reviews and reassignments. External requests for changes in the access category of a state highway or sections thereof must be submitted to the Department through the appropriate local authority and metropolitan planning organization where appropriate. Such requests must include information pertaining to the factors cited in this rule for determination of category assignment and explain the need for the requested change. The explanation must also discuss how the requested change is consistent with and conforms to the purpose and standards of this rule and does not compromise the public health, safety, and welfare. A reassignment in access category may not be approved solely to accommodate eventful or planned growth of an entity, a specific access request, or to allow the permitting of access connections that would otherwise not be approved.

  (A) Local authority coordination. Upon request by local authorities, the Department shall coordinate with local authorities in the review of zoning, subdivision, and other land use regulations affecting the safety and operation of state highways to ensure that future access requirements related to local land use decisions are consistent with the purposes and standards of this rule. The issuance or approval of any permit, agreement, plat, subdivision, plan, or correspondence does not abrogate or limit the regulatory powers of the Department in the protection of the public's health, safety and welfare.

  (ii) Access category inventory. The Department maintains an inventory of each section of state highway listing its access category assignment. This inventory is available from the appropriate Department Region and District office or the Department's website. Mapping inventory may not be held as the sole determination for access category assignment. Field assessment by a Department Permit Officer or designee may be needed to verify the appropriate access category assignment.

  (iii) Category updates. The Department may review the access category inventory once every five years, or on an as needed basis, to accommodate requests or changes in the highway environment affecting the access requirements of the highway. For internally driven changes or updates, the initial assignment of access categories and any subsequent revision should be determined in cooperation and coordination with local authorities to ensure category assignments are compatible with preserving and maintaining the highway's intended and designed function within the state highway system and within the context of the area's transportation needs and plans.

  (3) Corridor agreements.

  (a) General. The Department, in cooperation with local authorities, may draft agreements for the planned and future spacing or installation of access connections based on the assigned access category for the facility. The local authorities must consider these agreements in the local zoning ordinances and any development approvals. A corridor agreement in the form of a signal control plan or access corridor control plan may supersede an access category assignment. The following apply to all corridor agreements including signal control plans and access corridor control plans.

  (i) The corridor agreement shall balance between state and local authority transportation planning objectives and preserve and support the current and future functional integrity of the highway.

  (ii) The corridor agreement must be executed by the Department and the local authority to become effective. This approval shall be in the form of a written agreement signed by the local authority and the appropriate Department Region Director.

  (iii) The corridor agreement shall be noted and reflected in the local jurisdiction transportation master plan.

  (iv) Where a corridor agreement is in effect, all action taken in regard to the access must be in conformance with the agreement and current design standards except by written approval of the Department and local authority.

  (b) Signal control plan. The Department may, at its discretion, initiate, direct or develop a signal control plan for a designated portion of a state highway. The following requirements apply for signal control plans in addition to those described for corridor agreements.

  (i) A signal control plan must provide a comprehensive action plan for identification of signal locations along a designated portion of state highway. This plan shall, to the extent practical, meet the functional characteristics and design standards of the appropriate access category and requirements of the Department's Traffic and Safety division.

  (ii) The signal control plan must indicate the location of existing and future signalized intersections. The plan must identify signal locations intended to be modified, relocated, realigned, removed, or added. The plan must reserve signalized access for state facilities and local jurisdiction routes noted in their corresponding transportation master plans.

  (c) Access corridor control plan. The Department or local authority may, at its discretion, initiate, direct or develop an access corridor control plan for a designated portion of a state highway. The following requirements apply to access corridor control plans in addition to those described for corridor agreements.

  (i) An access corridor control plan must provide a comprehensive roadway access design plan for a designated portion of a state highway. This plan shall, to the extent feasible and given existing conditions, bring said portion of highway into conformance with its access category and its functional needs.

  (ii) The access corridor control plan must indicate existing and future access locations and all access related roadway access design elements including signals to be modified, relocated, removed, or added, or to remain. The plan must reserve signalized access for state facilities and local jurisdiction routes noted in their corresponding transportation master plans.

  (iii) The access corridor control plan shall include current or future accommodation for multiple transportation modes, including vehicles, bicycles, pedestrians, and public transit.

  (4) Limited-access and no-access lines.

  (a) Application of limited-access control lines. Limited-access control for new classified principal arterial highways other than the interstate system and expressways shall be obtained in all rural areas and in areas of the highway being constructed on new alignment or if the existing highway is in sparsely developed areas where control is desirable and economically feasible.

  (i) Short alignments. Limited-access control may be justified for limited lengths of high volume minor arterial highways, especially on new alignments and if adjacent to a freeway interchange.

  (ii) Existing urban alignments. Limited-access control in urban areas on existing alignment shall not be allowed unless approved by the Department.

  (b) Application of no-access control lines. Interstate and freeway facilities shall have no-access control lines.

  (c) Designation of access control lines. Determination of the final location for limited-access and no-access lines, including final access locations, shall be made by the Department. The following requirements and limitations apply:

  (i) FHWA review and concurrence for access locations is required for federal-aid roads based on the Stewardship and Oversight Agreement between FHWA and the Department, even if the right-of-way was nonparticipating.

  (ii) Approved access openings shall be accurately described in the property deed and shown on right-of-way maps and roadway construction plans as required to facilitate modifications to a limited-access or no-access control line.

  (iii) After execution of the deeds, no change may be made in the access location, use, size or additional access openings be approved except as provided in this rule.

  (iv) If a portion of a property which has no access to the highway is later sold, the Department has no obligation to grant an access to the property.

  (5) Local authority highway projects.

  (a) Compliance requirements. A public highway reconstruction project is not required to bring legal access into full compliance with current standards of this rule, except to the extent reasonable within the limitations and scope of the project, consistent design parameters, and available public funds.

  (b) Maintenance responsibility. Vehicular use and operation of local roads where they connect to (access) a state highway is the responsibility of the local authority. The local authority shall maintain such state highway access locations in conformance with this rule to the extent feasible and within statutory and public funding limitations. The local authority may fund any necessary improvements by obtaining contributions from the primary users of the access or as off-site subdivision improvements necessary for the public safety.

  (c) Consolidation and modification of access. Where multiple accesses service the same ownership, public highway reconstruction projects may combine or reduce the number of accesses or modify access size and design to meet current standards.

  (d) Temporary access. Temporary access within a highway project construction zone may be permissible at the discretion of the Department. A temporary conditional access permit is required for any new temporary access location that provides access to the traveled portion of the highway.

  (e) Interference with public highway construction. Under no circumstances shall the construction or reconstruction of a private driveway by a private interest interfere with the completion of a public highway construction project. The private interest must coordinate work with the Department project engineer for the project.