Code of Colorado Regulations
600 - Department of Transportation
601 - Transportation Commission and Office of Transportation Safety
2 CCR 601-1 - STATE HIGHWAY ACCESS CODE
Section 3 - Access Category Standards

(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

(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.

(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.

(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.

(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.

(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.

(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;

(4) When allowed, auxiliary turn lanes shall be installed according to the criteria below.

(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.

(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)

(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.

(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.

(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.

(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.

(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.

(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.

(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.

(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.

(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.

(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.

(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:

(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.