Indian River County 2020 Comprehensive Plan

Transcription

1 Indian River County 2020 Comprehensive Plan Chapter 4 Transportation Element Indian River County Community Development Department Adopted: September 19, 2006 Amended Supplement 8 (Entire Element); Ordinance

2 Comprehensive Plan Transportation Element TABLE OF CONTENTS INTRODUCTION...1 BACKGROUND...1 EXISTING CONDITIONS...2 Traffic Circulation...3 Bicycle & Pedestrian System...23 Transit...24 Aviation & Intermodal Elements...35 Land Use...38 Finance...45 ANALYSIS...47 Land Use/Transportation Analysis...47 Traffic Circulation System...49 Bicycle & Pedestrian System...97 Aviation & Intermodal Elements...97 Transit GOALS, OBJECTIVES, & POLICIES PLAN IMPLEMENTATION EVALUATION & MONITORING Community Development Department Indian River County i

3 Comprehensive Plan Transportation Element LIST OF FIGURES 4.1 Urbanized Area Existing & Committed Roadway Laneage Jurisdictional Responsibility Existing Roadway Level of Service Critical Evacuation Routes Existing Roadway Functional Classification Future Roadway Functional Classification Annual Average Daily Traffic Counts A Transit Route B Transit Route C Transit Route D Transit Route E Transit Route F Transit Route G Transit Route H Transit Route Existing & Future Air, Rail, & Water Transportation Facilities A Major Residential Areas B Major Retail Shopping Centers C Major Service Centers D Mobile Home Parks & Developments Cost Affordable Plan Improvement Map Cost Affordable Plan Network Laneage a 2030 Adopted Cost Affordable Plan Level of Service Subdivision Collector Map Extended Roadway Grid Network A Existing & Future Bicycle Facilities B Existing & Future Pedestrian Facilities Future Needs Plan Transit Needs Community Development Department Indian River County ii

4 Comprehensive Plan Transportation Element LIST OF TABLES 4.1 Proposed Modifications for Existing and Committed Model Crash Data A 2001 Transit Performance by Route B Indian River Transit/Community Coach System Performance Transportation Service Providers Journey-to-Work Characteristics Socioeconomic Data Summary Potentially Deficit Roadways Existing Roadway Characteristics Needs Plan Improvements A Capital Revenues by Planning Horizon B Operating & Maintenance Revenues by Planning Horizon Improvements & Needed Right-of-Way Highway Evaluation Table Cost Affordable Projects Listing Programmed Capital Improvement Projects Transportation Element Implementation Matrix Transportation Element Evaluation Matrix Community Development Department Indian River County iii

5 INTRODUCTION Transportation is a key component of every community s infrastructure. While a community s transportation system connects land uses within the community, it also connects the community to other areas in the state, country, and world. The transportation system itself consists of several components. These components include: the roadway or traffic circulation system; the transit system; the pedestrian/bicycle system; and the air/water port system. Each plays a vital role in creating a coordinated transportation system. In Indian River County, as in most jurisdictions, the traffic circulation system is the most visible component of the transportation system. The traffic circulation system is particularly significant because it not only provides for travel needs within and through the county, but it also provides direct access to land parcels, residences and businesses. Consequently, the relationship between land use and transportation is of great consequence. Generally, travel patterns and transportation demand result from land use patterns. For that reason, the location and intensity of development determine the number, length, and routing of trips which determine the need for transportation system improvements. On the other hand, transportation improvements, themselves, can influence development patterns. For example, building roads and providing access to undeveloped areas can increase the development potential of an area. For these reasons, coordination between transportation planning and land use planning is important. The intent of this element is to recognize these travel patterns and effectively address transportation issues in Indian River County. BACKGROUND In its 1990 comprehensive plan, Indian River County had separate plan elements for traffic circulation, mass transit, and ports, aviation, and related facilities. Since 1990, state regulations have changed. Now, local governments must incorporate all of those elements in a consolidated transportation element. This element does that. Another change since 1990 is that the Census Bureau designated the city of Vero Beach and the densely populated area around the city as an urbanized area. By definition, an urbanized area is a census designation determined by concentrations of population. Recently, the Indian River County urbanized area changed as a result of the 2000 census. Now known as the Vero Beach/Sebastian urbanized area, this area is defined by the Urbanized Area Boundary (UAB) shown in Figure 4.1. The UAB relates to several different aspects of transportation planning, including whether roadway segments will have an urban or rural functional classification designation and what Level of Service (LOS) standard each roadway segment must meet. Within Indian River County, the Indian River County Metropolitan Planning Organization (MPO) is the organization responsible for regional transportation planning. Although the MPO is a separate organization, the MPO shares staff members and other resources with the county. Community Development Department Indian River County 1

6 As a result, coordination between the county and the MPO in the preparation and implementation of this element and other plans is truly cooperative. In carrying out its role as the regional transportation planning agency in the county, the MPO has used county staff and resources to produce many plans. These plans include a 2030 Long Range Transportation Plan (adopted December 2005), a Congestion Management System Plan (adopted May 2004), a Bicycle- Pedestrian Plan (adopted July 2004), and a Transit Development Plan (adopted July 2005 and revised annually). The MPO has also developed and calibrated a countywide transportation planning model. Since its formation in 1993, the Indian River County MPO has been the principal transportation planning agency in the county. As such, much of its work has applicability to this plan. In fact, much of this plan is based upon work completed by the MPO. EXISTING CONDITIONS For traffic circulation purposes, existing conditions relate not only to roadway system characteristics, but to the county's land use pattern and population/demographic profile, as well. Community Development Department Indian River County 2

7 While these are discussed in detail in the Future Land Use Element and the Introductory Element, respectively, they also must be discussed in this element. The county s land use and demographic characteristics relate to the various components of the transportation system. With respect to those components, this section identifies the existing conditions for the county s traffic circulation system, the bicycle/pedestrian system, the ports/aviation system, and the transit system. Traffic Circulation System The traffic circulation system is the most important part of the county s transportation system. Not only does the traffic circulation system accommodate the vast majority of trips within the county; it also provides access to land uses within the area. Inventory As illustrated in Figure 4.2, the county is served by an extensive network of highways and roadways. Three north-south routes that are continuous through the county are I-95, US 1, and State Road A1A. Indian River Boulevard is a four-lane divided county roadway running parallel to US 1 in Vero Beach and the unincorporated areas adjacent to the city. This facility, which extends from the 4th Street/US 1 intersection to the 53rd Street/US 1 intersection, relieves congestion and facilitates infill land development east of US 1. Because of interchanges with I-95 as well as other regionally significant characteristics, SR 60 and the CR 512/CR 510 corridor are the most heavily utilized east-west facilities. SR 60 is the main gateway into Vero Beach, providing access to both I-95 and Florida's Turnpike (in neighboring Osceola County), as well as access to the barrier island. CR 512 connects the communities of Fellsmere and Sebastian to I-95, US 1, and SR 60. In addition, CR 510 intersects CR 512 and provides access to the barrier island via the Wabasso Bridge. These major facilities are supplemented by a series of less heavily utilized roadways. All together, these roadways form a grid system, which relieves traffic congestion on major routes by providing alternative corridors of travel in both the east-west and north-south directions. Particularly important in Indian River County is access from the barrier island to the mainland. Currently, three bridges, two in the Vero Beach area and one in Sebastian, provide that access. All three bridges are fixed span facilities, with the Merrill Barber and 17 th St. Bridges having four lanes and the Wabasso Bridge having two lanes. Existing and Committed System Besides the current inventory of roadways, the existing system, there are various roadways programmed for construction in the near future. In some cases, these programmed improvements may be underway. Community Development Department Indian River County 3

8 Community Development Department Indian River County 4

9 Community Development Department Indian River County 5

10 Existing Transportation Map Series Fig Existing Roadway Level of S.Wce 4 S.R. 6 0 Roadway Level of Service - A c - o Community Development Department Indian River County 6

11 Improvements that are budgeted and programmed for construction within five years are considered committed improvements. For travel demand forecasting and transportation planning purposes, committed improvements are considered in place and existing. Table 4.1, identifies the County s committed roadway projects. Table 4.1 Existing and Committed Roadways Roadway From To 2009 Existing & Committed Condition 43rd Avenue 26th Street 16th Street 4D 43rd Avenue 16th Street 8th Street 2D C.R. 512 I-95 Roseland Road 4D S.R. 60 Osceola County I-95 4D S.R nd Avenue 66th Avenue 6D U.S. 1 Oslo Road Indian River Blvd 6D Oslo Road 58th Avenue U.S. 1 4D Aviation Blvd 43rd Avenue U.S. 1 4D 66th Avenue 4th Street S.R. 60 2U 16th Street 82nd Avenue 66th Avenue 2D 16th/17th Street W of 14th Avenue U.S. 1 4D 41st Street 58th Avenue U.S. 1 2D 53 rd Street 58 th Avenue U.S. 1 4D 17th Street SW 43rd Avenue 27th Avenue 2U 12th Street 90th Avenue 58th Avenue 2U 37th Street 66th Avenue 58th Avenue 2U Legend: 2U - 2-lane undivided 2D - 2-lane divided 4U - 4-lane undivided 4D - 4-lane divided Source: Indian River County Transportation Improvement Program (TIP); Indian River County Capital Improvement Program Jurisdictional Administration Like virtually every other area throughout the nation, Indian River County has roadways that are under the jurisdiction of one of several different units of government. In Florida, the applicable jurisdiction was initially established based on how the roadway was functionally classified. Generally, major inter-county roadways, such as I-95, the Turnpike, SR A1A, US 1, and SR 60, were designated as state roads. Similarly, major intra-county roads, such as CR 512, CR 510, Indian River Boulevard, and others, are county roads. Finally, those roads which are entirely within a municipality are generally city roads. In 1995, the state revised Chapter 335, F.S. to establish specific jurisdictional ownership criteria. As now written, 335 F.S. establishes the roadway jurisdictional responsibility as that which existed on July 1, Further, the revisions to 335, F.S. provided that the jurisdictional responsibilities of roadways may be transferred from one jurisdiction to another only by mutual consent of both jurisdictions. In Indian River County, the state and county have agreed to Community Development Department Indian River County 7

12 transfer the jurisdictional responsibility for 27 th Avenue from the state to the county in the near future. For roadways, the agency with jurisdiction is generally responsible for maintaining or improving the facility. Therefore, a pothole in a local road in Vero Beach would be the City of Vero Beach's responsibility to repair, while congestion on US 1 might require the State Department of Transportation to construct additional lanes for traffic. Under ISTEA, the Intermodal Surface Transportation Efficiency Act of 1991 and subsequent Federal Highway bills, funding for roadway improvements, whether widening or re-surfacing, is less dependent on jurisdictional responsibility than on functional classification. With ISTEA, federal Surface Transportation Program funds can be used on any federally classified road, except for local roads and rural collectors, regardless of jurisdictional responsibility. Table identifies the jurisdictional responsibility of each thoroughfare plan roadway within the county. Figure graphically depicts the jurisdictional responsibility for each road on the major roadway network. As these indicate, the major inter-county roadways, including A1A, SR60, I-95, and US#1, are state roads. Similarly, roads such as Indian River Boulevard, CR 512, Roseland Road and others that extend through a municipality into the unincorporated area are generally county roads. I-95, SR 60 west of I-95, and the Florida Turnpike are Florida Intrastate Highway System (FIHS) roads. Functional Classification Functional classification is the process by which roads are grouped into different categories. Roads are classified according to the degree of mobility and/or land access provided. Different roadway facilities provide different levels of mobility and accessibility. Roads with a lower functional classification provide access to adjacent land uses, such as residential areas, employment centers, and commercial centers, with low levels of mobility. Roads with a higher functional classification are considered limited access facilities with high levels of mobility. For example, the Interstate Highway System is a sub classification of the highest functional class, principal arterials, and is characterized by long distance travel patterns and relatively high speeds. Provisions are not made for direct land use access from the Interstate system itself. Instead, interchanges with other highways are provided at discrete intervals, and land access is generally provided off of those highways, making the Interstate a limited-access facility. According to Florida Administrative Code Section 9J-5.019(5b), comprehensive plans must depict the existing FDOT roadway functional classification on the existing traffic circulation map or map series. Existing and future functional classification for roadways in Indian River County are depicted in Figures and respectively. From a planning standpoint, functional classification is important for five reasons: 1. Functional classification groups together those facilities requiring the same level of technical, managerial and financial competence for design, construction, maintenance and operation; Community Development Department Indian River County 8

13 2. It achieves a high degree of intergovernmental coordination by delineating jurisdictional responsibilities; 3. It provides for the integrated and systematic planning as well as the orderly development of highway construction and improvement programs in accordance with actual needs; 4. It permits the clear and logical application of funding policies to specific types of highways in that functional classification is used to determine which roadways are eligible for federal funding; 5. It provides stability in system responsibilities, since functional characteristics do not fluctuate significantly over time. In the past, FDOT maintained two functional classification systems, state and federal, which differed in the way roadways were classified. While the state system classified roadways based on existing conditions, the federal functional classification was based on a roadway's function about ten years into the future. In 1993, the federal functional classification system was revised to represent current roadway conditions, thus making the state and federal systems similar. As adopted, the Transportation Element uses the federal functional classification system which the Florida Department of Transportation also uses. Table lists each thoroughfare plan roadway by its functional classification, name, existing functional type, and other characteristics. Roadway Volumes On an annual basis, Indian River County conducts traffic counts for each thoroughfare plan roadway in the County. These counts measure the number of vehicles traveling on the roadway over a given period of time. Counts are taken over a three-day period on weekdays to control for variation that may occur with a single day count. The raw counts taken on roadways are factored using accepted methodologies to obtain more usable data. The counts are then converted to average annual daily volumes, peak season daily volumes, and peak hour, peak season, peak direction volumes. Traffic counts are important for a number of reasons. Not only do they indicate system demand; they also indicate congestion on roadways. Roadway volumes are illustrated in Figure 4.4. As indicated, traffic volumes are highest on US 1, SR 60, and I-95. Counts are most useful when compared to roadway capacity. Using a volume to capacity measure (v/c), roadway level-of-service (LOS) can be determined. Table and Figure identify peak hour roadway LOS on the county s roadway network. Lane Geometry The number of through lanes for each facility on the Indian River County roadway network is summarized in Figure 4.2. As shown in that figure, I-95 is the only four lane expressway serving the county. Other north-south travel is provided on US 1 and Indian River Boulevard, both of which are four lane divided facilities. In the east-west direction, the widest road is SR 60, which Community Development Department Indian River County 9

14 exists as a four and six lane roadway east of I-95. County Road 512 in the Sebastian area is also four-laned, providing east-west travel in the northern portion of the county. For planning purposes, a roadway's capacity and level-of-service (LOS) are generally based on the number of through lanes. Level of Service (LOS) is a qualitative measure, describing motorists perceptions of operating conditions within a traffic stream. Capacity, on the other hand, is a quantitative measure of the ultimate number of motor vehicles which can travel over a particular roadway segment during a particular time period (either hourly or daily). These conditions are generally described in terms such as speed and travel time, freedom to maneuver, interruptions to traffic flow, comfort and convenience, and safety. Levels of service are generally designated by letters A through F, with LOS A representing the best operating conditions (free flow) and LOS F the worst (forced or breakdown flow). Characteristics of each level of service are listed below: Level of Service A Level of Service D - Uninterrupted flow - Low speeds - No restriction on maneuverability - Major delays at signal - Few or no delays - Little freedom to maneuver Level of Service B Level of Service E - Stable flow conditions - Lower operating speeds - Operating speed beginning - Major delays and stoppages to be restricted - Volumes at or near capacity Level of Service C Level of Service F - Speed and maneuverability - Low speeds restricted by higher traffic volumes - Stoppages for long periods - Satisfactory operating speed because of downstream congestion - Delay at signals The level of service for roadway links is determined by comparing the traffic volume to the roadway capacity. The result is used to identify the LOS. Level of service calculations are determined using guidelines established in the latest edition of FDOT's Level of Service Handbook. Generalized tables used in this element also are derived from FDOT's Level of Service Handbook. Alternatively, level of service can be determined using other methodologies, including ART-Plan analyses, speed-delay studies or the Highway Capacity Manual method. In Indian River County level of service D is the minimum accepted standard during peak hour, peak season, peak direction conditions. The peak hour/peak season parameter is considered the 100th highest hour of traffic activity during a year. In 2005, the BCC changed the level of service standard to E+20% on 27 th Avenue (from the south county line to SR 60) and on 43 rd Avenue (from Oslo Road to 16 th street). This was done in response to citizen opposition against proposed widening projects on those roads. Since level of service D on those roads was not possible without the widening, the county instead reduced the Community Development Department Indian River County 10

15 level of service on those roads. Since that time, the board has determined that LOS D should be maintained on those roads and the road widening projects are now included in the Comprehensive Plan. Therefore, the E+20% standard will be changed back to LOS D when the four lanings are programmed in the first three years of the Capital Improvements Program. More analysis is contained in later sections of this plan. In order to maintain the adopted level of service while also maintaining the quality of life of the residents in south Indian River County, the county explored a number of alternatives to fivelaning 43 rd and 27 th Avenues. These alternatives included three-laning 43 rd and 27 th Avenues; establishing new roadway alignments; and widening parallel facilities. In addition, an analysis was conducted to determine the feasibility of maintaining adequate levels of service through expanded transit service on the facilities. In performing the analysis of alternatives, the county employed a number of quantitative techniques, including regional travel demand modeling using FSUTMS on the adopted Treasure Coast Regional Planning Model network. Roadway Alternatives An analysis was performed of the impact of three-laning, as opposed to five-laning, 43 rd and 27 th Avenues. According to the Generalized Level of Service Tables contained in FDOT s 2002 Quality/Level of Service Handbook, dividing an undivided facility generally results in a 5% increase in capacity. Applying this increase to the two lane capacity of 43 rd Avenue, three-laning these facilities would result in a new capacity of approximately 903 vehicle trips/hour/direction. While helping to mitigate level of service problems, this solution alone does not fully address these concerns, since peak hour directional demand from proposed traffic projects on 43 rd Avenue (921 trips) will soon exceed three-lane capacity (903 trips). With respect to new roadways and parallel roadways, a number of north/south facilities exist within a distance of approximately five miles of 43 rd and 27 th Avenues. Two of these facilities (US 1 and Old Dixie Highway) connect residents in both Indian River and St. Lucie counties, while two others (58 th Avenue and 20 th Avenue) are limited to only Indian River County. In analyzing improvement options for north/south alternatives, it was determined that widening parallel facilities is either not feasible and/or will not result in adequate levels of service on 43 rd and 27 th Avenues. According to preliminary model runs performed as part of the MPO s 2030 Long Range Transportation Plan update, the widening of US 1 from four to six lanes will still result in level of service deficiencies on 27 th and 43 rd Avenues. Consequently, another roadway alternative was explored. That was the extension of 58 th Avenue to Indrio Road in St. Lucie County. Located approximately 1 mile west of 43 rd Avenue, 58 th Avenue is a new, four lane divided north-south facility. According to modeled output, extending 58 th Avenue south to Indrio Road in St. Lucie County will also not adequately address level of service on 43 rd and 27 th Avenues. The remaining north-south roadways, 20 th Avenue and Old Dixie Highway, are severely constrained by right of way. Both roadways are also classified as collectors, whereas 27 th and 43 rd Avenues are classified as minor arterials. In addition, land use adjacent to 20 th Avenue includes several public and private schools and school crossing zones. Consequently, neither Community Development Department Indian River County 11

16 facility can be widened without massive disruption to neighborhoods and businesses; therefore, neither option is cost feasible. No other parallel facilities exist within the corridor. Since the surrounding neighborhoods are largely built out north of Oslo Road, no new parallel roads could be built without displacement of existing neighborhoods. In the course of preparing its 2030 LRTP, the MPO explored new alignments and other alternatives to address the 43 rd Avenue and 27 th Avenue level of service considerations. Model analysis indicated that a major new roadway corridor, 66 th Avenue (modeled as a new, five-lane facility from SR 60 to Oslo Road and as a new three-lane facility from Oslo Road to St. Lucie County), could relieve conditions on 43 rd Avenue if developed in conjunction with the alternatives described above. As indicated in the LRTP report, this relief would come about in year 2030, after all parallel and feeder routes are already constructed, and only if the MPO s future assumptions on growth and travel demand are realized. Transit Alternatives With respect to transit, the Indian River County MPO modeled expanded transit service on the 43 rd Avenue Corridor as part of the recently completed five-year Transit Development Plan Major Update. According to consultant estimates, expanded transit service on 43 rd Avenue operating at the system standard one-hour headways would result in 10,843 riders/year. On a peak-hour basis, this would translate into approximately 1,000 riders. Divided out over 250 annual service days, the impact of expanded service on the 43 rd Avenue corridor equals approximately 4 peak hour trips. Even if the route were operated at one-half hour headways, the TDP analysis indicates that the route would not carry nearly enough riders to mitigate sufficient trips to maintain level of service D on 43 rd Avenue. Level of Service Alternatives Given the absence of a viable roadway or transit alternative in the 43 rd Avenue/27 th Avenue corridor, the county adopted Level of Service E plus 20% as the minimum acceptable level of service standard for the following roadways: - 27 th Avenue South County Line to SR rd Avenue Oslo Road to 16 th Street Since this decision, subsequent analysis determined that a four-lane section (as opposed to the original five-lanes) on these roadways would enable the county to maintain its LOS D standard while minimizing the impacts to surrounding properties. Existing Roadway Deficiencies Level of Service In order to determine if there are any existing roadway deficiencies in the county, the following procedure was followed. Traffic counts were done for each roadway on the county s network. These counts were then converted to peak hour\peak season\peak direction volumes for each Community Development Department Indian River County 12

17 roadway link using the FDOT default tables. These volumes can be found in Appendix A and are based on the latest edition of Florida's Quality\ Level of Service Handbook, Each roadway link and its corresponding capacity were then compared to determine the existing level of service for the roadway. Table shows the existing level of service for each roadway on the network. As indicated in that table, there are no existing deficiencies on the county s traffic circulation system. Crash Data Crash data (using 2001 data) are included in Table 4.2. In 2001, the intersection of SR 60 & 66 th Ave. had more accidents than any other intersection in the county, with 20 accidents recorded. Intersections with the highest accident rates (MEV accidents per million entering vehicles) were 41 st Street & Old Dixie, 49 th Street & Old Dixie, and 69 th Street & Old Dixie. For planning purposes, crash rates are more important than the gross number of crashes. Even where the number of crashes may seem high, the rate may be low if the roadway or intersection volume is high. Overall, crash rates provide an indication of which roadways or intersections require detailed safety analyses. Intersection Table 4.2 Crash Data # of Accidents ADT E/W ADT N/S Accident Rate (MEV) Relative Rate SR 60 & 66th Avenue Low SR 60 & 58th Avenue Low SR 60 (Tarpon) & IR. Blvd Low 12th Street & US # Low 17th Street & US # Low SR 60 & 20th Avenue Low CR 510 & US # Low SR 60 & 82nd Avenue Low SR 60 & 43rd Avenue Low Jackson Street & US# Low EB SR60 & US # Low 17th Street & IR.Blvd Low Oslo Road & US# Low 53rd Street & US # Low 41st Street & Old Dixie High WB SR60 & US # Low WB SR60 & 10th Avenue Medium Highlands Dr. & US# Low Oslo Road & 27th Avenue Low North Central & US# Low 37th Street & US # Low Community Development Department Indian River County 13

18 Intersection # of Accidents Community Development Department Indian River County 14 ADT E/W ADT N/S Accident Rate (MEV) Relative Rate 26th Street & US # Low SR60 & Heddin Place Low SR60 & 27th Avenue Low Roseland Rd. & US# Low CR 512 WB & US # Low 49th Street & Old Dixie High 16th Street & Old Dixie Low SR 60 & 53rd Avenue Low Oslo Road & 43rd Avenue Low MB. Bridge & IR. Blvd Low Main Street & US# Low CR 512 EB & US # Low 4th Street & Old Dixie Low 21st Street & 20th Avenue Low 21st Street & 10th Avenue Low 15th Pl. & US # Low SR 60 & I95 NB Exit Ramp Low Royal Palm & IR. Blvd Low EB SR 60 & 14th Avenue Low CR 512 & 130th Avenue Low Beachland & SR A1A Low Barber Street & Schumann Drive Low 8th Street & Old Dixie Low 69th Street & Old Dixie High 41st Street & US # Low 23rd Street & US # Low Vista Royale & US# Low SR 60 & 74th Avenue Low SR 60 & 34th Avenue Low EB SR 60 & 10th Avenue Low E. Causeway & SR A1A Low CR 512 & Roseland Low CR 512 & I95 SB Exit Ramp Low CR 512 & Easy Street Low CR 512 & Blue Island Low CR 510 & Old Dixie Low Bahia Mar & SR.A1A Low 5th Street SW & 27th Avenue Low 5th Street SW & 20th Avenue Low 4th Street & 27th Avenue Low 46th Pl. & SR A1A Low

19 Intersection # of Accidents ADT E/W ADT N/S Accident Rate (MEV) Relative Rate 21st Street & 5th Avenue Low 21st Street & 11th Avenue Low 16th Street & 14th Avenue Low 12th Street & 6th Avenue Low Source: Indian River County Traffic Engineering Access Management Access management is the method of controlling connections to roadways. Through access management, the number and location of public roadways, private roadways, driveways, median openings, and traffic signals are subject to certain state and locally mandated guidelines. In Indian River County, existing land development regulations provide restriction/access controls for roadways that are not on the state highway system. Some of the most important county restrictions are summarized below. Sites located at intersections shall access onto the roadway having the lower functional classification. Provisions for circulation between adjacent parcels should be provided. The minimum number of driveways necessary to adequately accommodate access will be provided. Driveways on opposite sides of any undivided collector or arterial shall either be aligned or offset a minimum of 200 feet. Driveways serving major developments must be located at minimum distances from intersections. These distances are based on functional classification and type of movements served (right turn vs. left turn). These restrictions and controls apply only to new development or proposed access changes to existing development. Existing land uses which do not conform to these standards are exempt from these provisions. Thus, there is a profusion of driveways in the already developed areas along the county s key thoroughfares; these include US 1, SR 60 and portions of SR A-1-A. These access conditions reduce the traffic carrying capacity of the thoroughfares by creating "side friction" as vehicles enter and exit the driveways. This side friction is increased on divided roadways (such as portions of US 1 and SR 60) where there are median openings, which permit vehicles to make left turns across the flow of traffic. On State maintained roadways, special permits must be obtained from the Florida Department of Transportation (FDOT) in order to create median openings where none currently exist. FDOT applies strict criteria in issuing such permits because of the negative impact that an excessive number of median openings have on arterial capacity and motorist safety. Until the construction of Indian River Boulevard and CR 512, the County did not have any divided arterials under its jurisdiction, and thus did not have any special regulations on median openings in its land development regulations. Community Development Department Indian River County 15

20 Limiting the number and location of driveways and median openings is an effective means of preserving an arterial's traffic capacity. The most effective means of limiting side friction is through the use of frontage (or marginal access) roadways. These roads act as buffers between arterials and adjacent land uses. The land uses have direct access to the marginal access road (which may be either a one or two way facility), and the access road typically has connections provided to the arterial at discreet intervals. Indian River County s land development regulations state that non-residential developments fronting major and minor arterials shall establish frontage/marginal access roads by interconnecting parking areas. Existing Right of Way Right-of-way is that land on which a roadway is located. Besides accommodating the roadway itself, the right-of-way must also accommodate various other improvements, including drainage swales/canals, utility lines, sidewalks, bike-paths, landscaping, and traffic control signs. In the 2010 Comprehensive Plan adopted in 1990, Indian River County established minimum right-of-way requirements for all roadways identified on the Thoroughfare Plan map. These requirements were organized according to functional classification and are listed below: Type of Facility Urban Rural U.S. 1 Corridor - 6LD U.S. 1 Corridor - 4LD w/frontage roads LD Principal Arterial LD Principal Arterial LD Minor Arterial Collector Subdivision Collector Roads Local, Minor or Residential Local, Minor or Residential 50 (with closed drainage as well as curb and gutter) Marginal Access Roads 40* 40* *Easement or ROW In the past, right-of-way protection requirements have applied only to roadways within the urban service area (USA). An exception to that has been major arterial roads which exist in the urban service area and extend into or through rural areas of the county. Because urban type of growth is not allowed outside of the urban service area, there has been no need to reflect an extension of the county s grid system outside of the USA. Consequently, the county s thoroughfare plan maps have depicted most roadways stopping at the urban service area boundary. Recently, there has been an increase in low intensity, non-urban uses locating in non-usa areas. These include golf courses and large lot residential subdivisions. While these uses do not create the demand for extending the county s grid system of thoroughfare plan roadways out into rural areas, these uses do have the potential to preclude extension of the grid system in the future if the land use plan is subsequently changed to allow higher densities outside of the current urban service area. Community Development Department Indian River County 16

21 In order to define the precise right-of-way deficiency on each thoroughfare route, it is necessary to perform more detailed land surveys. These surveys should identify existing right-of-way limits, as well as the adjoining land uses, structures and easements which could prove a barrier to right-of-way acquisition. Clearly, without a detailed knowledge of existing rights-of-way, it is impossible to determine need, or to begin an advanced right-of-way acquisition process. Currently, the county acquires right-of-way through dedication or reservation at the time of site plan approval or through fee simple acquisition or condemnation as part of preliminary and final roadway design for specific projects. Neither of these methods is entirely satisfactory because of the piecemeal nature of the former, and the high cost associated with the latter. While actions are being taken to ensure neighborhood compatibility and aesthetic appeal of roadway improvements, population and commercial development along major roadways will continue to increase. Recently, Indian River County enacted measures and programmed roadway improvements that are designed to make roadways aesthetically pleasing and compatible with surrounding land uses. Intelligent Transportation Systems (ITS) New techniques and technologies that enable more effective use of the existing roadway system may enable an area to comply with Highway Level-of-Service Standards through alternatives to highway widening. Known as Intelligent Transportation Systems (ITS), this approach employs computer, video and communications technologies to monitor and control traffic on a real-time basis, usually from one central facility. Many of the ITS solutions, such as entrance ramp controls, automatic toll collection, and variable message signs, are more applicable to large urban areas with high levels of freeway travel. Some solutions, such as traffic signal synchronization, are appropriate for Indian River County and are actively being planned for and deployed. The Indian River County Computerized Traffic Signal System is an ongoing project jointly engineered, designed, installed and maintained by the Florida Department of Transportation - District 4 Traffic Operations Office and the Indian River County Traffic Engineering Division. The purpose of the project is to provide enhanced county-wide traffic signal timing and coordination, central monitoring, increased signal efficiency, reduced traffic congestion and increased safety. The project consists of the installation of overhead & underground signal interconnect cable, video surveillance cameras, traffic signal hardware & software and a variety of communications equipment. The project is organized into the following four groups: Group 1 (Major Corridors) - Completed in 1995, the area includes S.R. 60 between 20th Avenue and Indian River Boulevard, and U.S. 1 between 38th Lane and 4th Street. Cost = $1.5 million. Group 2 (Central County) - Currently under construction with completion expected in late Expands system boundaries to 53rd Street (north) and 58th Avenue (west). Cost = $2.0 million. Community Development Department Indian River County 17

22 Group 3 (North County) - Expands system north to City of Sebastian. Cost = $3.0 million. Group 4 (Central/South County) - Expands system throughout south county. Cost = $3.0 million. Finally, it is important to note that, because it is a new technology, reductions in traffic congestion as a result of ITS were not taken into account during the development of the 2025 Long Range Transportation Plan. The impact of ITS projects will be closely monitored to determine the effectiveness of future ITS deployment in the County. Other Highway Systems In addition to thoroughfare plan facilities, Indian River County has designated certain roads or portions of roads as scenic and historic roads. These roads have special value from cultural or environmental perspectives and, as such, warrant preservation. The most well known of these special facilities is Jungle Trail, a roadway which parallels SR A-1-A through parts of the unincorporated county and through the Towns of Orchid and Indian River Shores. Presently, this facility is a narrow, unpaved two-lane road wandering through citrus groves and providing panoramic views of the intra coastal waterway. It is ideal for recreational purposes such as walking, jogging, or bicycling. In addition to Jungle Trail, the other scenic/historic roads are Old Winter Beach Road, Quay Dock Road, Fellsmere Grade, and Gifford Dock Road. These are discussed in more detail in the Recreation and Open Space Element of the plan. Hurricane Evacuation In Indian River County, as in all coastal counties, hurricane evacuation is important. While all residents of the County need not evacuate in the event of a hurricane, those residents living on the barrier island and those living in mobile homes are required to evacuate even in the event of a Category I hurricane, the least severe type of hurricane. The Coastal Management Element of this plan addresses hurricane evacuation in detail. As indicated in the Coastal Management Element, several hurricane evacuation studies have been done for the Treasure Coast area, including Indian River County, by the Regional Planning Council. The last hurricane evacuation study update was done in Those studies showed that the County s clearance time ranged from 5 ½ hours for a summer season, rapid response during a Category 1 or 2 storm event to 10 ½ hours for a late fall season, long response to a Category 3-5 storm event. Clearance time is defined as the time required to clear the roadway of all vehicles evacuating in response to a hurricane or other severe weather event. There are three components of clearance time. These are mobilization time, travel time, and delay time. From a transportation system perspective, travel time and delay time are important, Community Development Department Indian River County 18

23 Ex isting Transportation Map Series Figure 4.3 Critical Evacuation Routes Legend /\/Eva cu ation Routes o w ater N Major Roads E?Z:J Cities All Roads D Co unty Community Development Department Indian River County 19

24 Community Development Department Indian River County 20

25 Community Development Department Indian River County 21

26 because those times are to a great extent dependent upon roadway characteristics. Figure 4.3 depicts the principal evacuation routes in the County. Community Development Department Indian River County 22

27 With a maximum estimated clearance time of 10 ½ hours for worst case conditions in the most severe storm event, the County s clearance time is within the generally accepted standard of 12 hours. Recently, a SR AIA Corridor Study was done for the south part of the County s barrier island, and that study addressed hurricane evacuation issues. Using conservative assumptions, that study confirmed that existing evacuation times were adequate. Since the last Regional Planning Council hurricane study update, several actions have been taken which enhance evacuation even more. Most importantly, the old two lane, movable span Merrill Barber Bridge was replaced with a four lane, high rise, fixed span facility. This has significantly improved barrier island evacuation travel and delay times. Also, improvements have been made to SR 60 west of I-95 to widen shoulders and reduce flooding, two improvements that should enhance evacuation. Bicycle/Pedestrian System The bicycle and pedestrian network is composed of the sidewalks and bicycle lanes adjacent to the existing roadway collector and arterial network. Approximately 40% of the county s road mileage has bicycle lanes or paved shoulders; approximately 14% of the road centerline mileage has sidewalks. (Road segments with existing pedestrian facilities are defined as those roadways having a sidewalk along at least one side for the total length of the segment) There are currently 109 centerline miles of bike lanes or paved shoulders and 38 miles of sidewalks in Indian River County. In 1988, the County adopted a Bikeway/Sidewalk Plan, which established the County's bicycle/pedestrian policies and addressed non-motorized transportation. That plan established goals, objectives, and policies that make the County's transportation network safer and more accessible for bicyclists and pedestrians. The plan identified needed facilities and defined a network of bikeways and sidewalks to meet the needs of bicyclists and pedestrians. In addition, the plan set guidelines and direction for bikeway and sidewalk facility design and construction. In October of 1997, the MPO adopted its countywide Bicycle/Pedestrian Plan. That plan focuses not only on facility needs, but also on educational programs. With respect to bicycle and sidewalk facilities, the plan indicates that the ideal bicycle/pedestrian system would be five foot paved shoulders and five foot sidewalks on each side of all thoroughfare plan roadways. Because of various constraints, including canals, existing curbing, and lack of right-of-way, the plan recommends different cross sections for various roadways. According to the MPO plan, the cost to install bicycle and pedestrian facilities on all thoroughfare plan roads countywide would be $3,300,000 and $27,600,000, respectively. The county s bicycle and pedestrian facilities are illustrated in Figures 4.11a and 4.11b, Existing and Future Bicycle and Pedestrian Facilities. Existing facilities include on-road facilities, such as bike lanes, wide shoulders, and sidewalks. Currently, the County implements its Bikeway/Sidewalk Plan through various means. One way is by regulation. Through its land development regulations, the county requires developers to install sidewalks and bike paths in conjunction with development projects. Community Development Department Indian River County 23

28 Another way in which the county implements the Bikeway/Sidewalk Plan is by construction. Not only has the county installed sidewalks and bike paths as part of its road construction projects, but it has also budgeted a portion of its local option sales tax to fund bike paths and sidewalks, and has applied for and received several ISTEA/TEA-21 enhancement grants to construct bike paths and sidewalks. Currently, the county spends about $100,000 per year of sales tax funds and will be spending approximately $1,500,000 over the next five years in enhancement funds for sidewalks and bike paths. Transit Inventory of Current Transit Service The Indian River County Council on Aging, Inc. is the designated Community Transportation Coordinator, the provider of fixed route transit services, and the provider of paratransit services in the County. As such, the Council on Aging operates both fixed-route and paratransit vehicles and serves as the broker of rides through a coordinated organization of paratransit providers. Three types of transit service are provided through the Council on Aging. These are fixed route, demand response, and dial-a-ride. Historically, demand response service was the customary means of providing service for transportation disadvantaged individuals in the county. In 1994, the county began offering fixed route service to all county residents and visitors, with the expectation that some of the more able paratransit clients would prefer to utilize the more convenient and less costly fixed route service. Finally, the Council on Aging offers complementary dial-a-ride service for those persons who wish to use the fixed route service and live more than ¼ mile from a bus stop. Through dial-a-ride, fixed route and demand response service, the transit system serves the transportation needs of clients of a variety of social service, public health and mental health providers and organizations. A partial list of organizations served includes New Horizons Mental Health Services, the Florida Department of Children and Families, the YMCA, the Coalition for the Homeless, Job Services of Florida, welfare services, and county administration services, as well as several adult day care centers, nursing homes, medical facilities, and nutrition sites. Clients served include Social Security recipients, the unemployed, and the elderly, disabled, minority and poor populations. These people are provided with trips for medical, shopping, social and employment purposes. Transportation Disadvantaged Like many counties, Indian River County has a significant number of transportation disadvantaged individuals. Generally, a person is considered transportation disadvantaged if, because of age, income, or handicap, the person does not have access to transportation. For these people, lack of transportation is a barrier to receiving needed social and medical services; to having access to employment centers and educational facilities; and to having access to other life-sustaining activities. In March 1992, Indian River County developed a Coordinated Transportation Disadvantaged Development Plan to assess the need for transportation disadvantaged service and to establish a program for serving the identified need. The plan Community Development Department Indian River County 24

29 included an analysis of the county s transportation disadvantaged population, considering age, income, and economic factors. In 2002, the County prepared its most recent Transportation Disadvantaged Service Plan, which updated the transportation disadvantaged population estimates and projections. In 2001, it was estimated that about 26% of the county s population was transportation disadvantaged. That equated to 29,899 county residents being transportation disadvantaged. Projections for 2005, 2010 and 2020 were 31,902, 34,606, and 40,352, respectively. The transportation disadvantaged estimate and projection methodology is detailed in the county s adopted FY 2002/03 Transportation Disadvantaged Service Plan. Demand Response Service Medical demand response is provided throughout the county between 6:30 AM and 5:30 PM. Pick-ups are scheduled every half-hour. Transportation services for medical clients are multipleclient pick-ups whenever scheduling permits, but single passenger escort service is provided when needed. Due to the nature of regular doctor visits, more than one client may be asked to share a van, and two wheelchairs can be accommodated in the lift equipped vehicles. Clients are asked to make reservations for shopping trips seven days in advance, and reservations for medical trips are requested three to seven days in advance. Medical appointments can be scheduled up to two months in advance. Services provided by the Community Coach fit the context of a coordinated transportation service system. These services are accessible to all client groups, regardless of disability, age, race, religion, or ethnic background. Efforts are constantly made through door-to-door outreach and group meetings to improve the level of service to all ages, especially low-income, minority, and disabled persons. Fixed Route From November 1992 to October 1994, flexible fixed route public transportation was provided through funding by a private foundation. This seed money was given to establish a pilot program with one vehicle. The pilot program was established to ensure that transportation alternatives of a fixed route nature could become established in the county. Beginning in October 1994, seven of these flexible fixed routes were established in the county. Through Federal Transit Administration Section 9/Section 5307 funding, FDOT Public Transportation Block Grant funding, and local funding, these seven routes have become eight permanent fixed routes operating from 8:00 AM 5:00 PM, five days per week. Unlike the flexible service, the permanent fixed routes maintain fixed schedules that do not include diversions to accommodate individual passengers. The permanent, fixed-route service was renamed Indian River Transit in 2000, to distinguish it from the Community Coach demand response service. Figures 4.5A 4.5H depict the eight existing fixed transit routes in the county. Six of the Indian River Transit routes operate hourly from the County s Central Transportation Hub at Pocahontas Park in Downtown Vero Beach and serve destinations such as the beach area, Community Development Department Indian River County 25

30 the Indian River Mall, the Gifford Community and South Indian River County. A seventh route connects the South County Route Terminus at South Oslo Plaza with the Indian River Mall and Indian River Community College, effectively supplying coverage throughout the populated areas of South Indian River County. An eighth route serves the Sebastian area. Table 4.3A shows the number of trips provided by route for the one year period from July 1, 2001 to June 30, The net effect of adding fixed route service has been an overall increase in transit service in Indian River County without a major increase in the operating system budget. An important aspect of the Indian River Transit system is that the fixed route service is more efficient at serving the mobility needs of county residents than the demand responsive service. This is illustrated by the statistics in Table 4.3B. In 2000/01, Community Coach/IRT vehicles traveled 899,673 miles and carried 304,081 passengers. This reflected an increase of 79% in passenger trips provided since 1996/97, while vehicle miles traveled decreased 9.98% in that same time period. Although the fixed route service has seen improvements in performance since its inception, the system has been operating without an established level of service standard. Newly established guidelines require adoption of a level of service standard in order to guide funding needs and strategies. Dial-a-Ride The Council on Aging provides a complementary Dial-a-Ride service. Through this service, COA will provide a ride to the nearest bus stop for anyone living beyond ¼ mile of a fixed Indian River Transit route. Table 4.3A 2001 Transit Performance by Route Route 1 Route 2 Route 3 Route 4 Route 5 Route 6 Route 7 Route 8 Total Length of Route (miles) % Route Miles 9.20% 10.59% 9.22% 8.20% 25.13% 14.91% 10.61% 12.14% 1 Total Revenue Miles 20,897 24,048 20,929 18,615 57,065 33,853 24,080 27, ,039 Total Ridership 35,679 33,322 21,851 22,063 5,989 7,122 5,906 30, ,155 Passengers per Mile Passengers per Mile - Standard % From Standard 583% 454% 318% 374% -58% -16% -2% 339% 186% Ridership - FY 2001 First Two Quarters Ridership - FY 2002 First Two Quarters 20,820 17,380 9,793 10,224 2,953 3,573 2,984 13,683 81,410 19,974 18,410 12,772 12,232 3,112 4,012 2,430 16,678 89,620 % Change (FY 01-02) -4.24% 5.59% 23.32% 16.42% 5.11% 10.94% % 17.96% 9.16% Source: Indian River County MPO Community Development Department Indian River County 26

31 Community Development Department Indian River County 27

32 Community Development Department Indian River County 28

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34 Community Development Department Indian River County 30

35 Community Development Department Indian River County 31

36 Community Development Department Indian River County 32

37 Community Development Department Indian River County 33

38 Community Development Department Indian River County 34

39 Comprehensive Plan Transportation Element Table 4.3B Indian River Transit/Community Coach System Performance Indicator FY1997 FY1998 FY1999 FY2000 FY2001 Percent Change ( ) Passenger Trips % Vehicle Miles % Revenue Miles % Operating Expenses % Operating Revenues % Total Fleet % Source: Indian River County MPO Inventory of Transportation Service Providers Table 4.4 provides a listing of transportation service providers operating within Indian River County. These providers include public agencies, non-profit organizations, and private for-profit operations. Table 4.4 Transportation Service Providers Operator Number of Vehicles Hours of Operation Days of Operation Contracted Indian River County Council on Aging 37 6:30 AM - 5:00 PM Monday through Friday Able Transport 3 24 Hours Monday through Friday Indian River Memorial Hospital 2 24 Hours Monday, Tuesday, Thursday Veteran's council of Indian River County 2 6:00 AM - 3:00 PM Monday through Friday Association of Retarded Citizens 12 6:00 AM - 5:00 PM Monday through Friday Indian River County School Board Hours Monday through Friday Non-Contracted ACTS of Indian River County 3 Unrestricted Monday through Sunday All County Ambulance N/A N/A N/A Coastal Health Systems N/A N/A N/A Florida Baptist Retiree Center 3 8:00 AM - 4:30 PM Monday through Friday Healthsouth 3 8:00 AM - 4:00 PM Monday through Friday Indian River County EMS N/A N/A N/A Indian River Shores 911 Service 2 24 Hours Monday through Sunday We Care Treasure Coast 5 24 Hours Monday through Sunday Source: Indian River County MPO Aviation and Intermodal Elements Indian River County has no railyards nor seaport facilities. There are three publicly accessible airports in the county. The New Hibiscus Airport is located just west of I-95 in the Community Development Department Indian River County 35

40 Comprehensive Plan Transportation Element unincorporated part of the county, while the City of Vero Beach and the City of Sebastian each own and operate their own airports. Figure 4.6 identifies the location of and access to the airports. New Hibiscus Airport New Hibiscus Airport is a privately owned airport which is located west of Vero Beach. It is situated west of I-95 and south of SR 60. It consists of 90 acres and has an elevation of 25 feet above mean sea level. Although it is privately owned, it is open to the public on a year-round basis for daylight use only. It has one runway that is 3,300 feet long and 160 feet wide. New Hibiscus Airport is used primarily by agricultural flying services. There are no cargo operations, commuter passenger or charter services at the airport. Access to the airport is provided by Interstate 95, State Road 60, and 98 th Avenue. Interstate 95 and SR 60 are maintained by the state. 98 th Avenue is an urban collector maintained by the county. City of Vero Beach Municipal Airport The Vero Beach Municipal Airport is located in the northwest portion of the City of Vero Beach. The 1,707 acre airport, with an elevation of 25 feet above mean sea level, is owned and operated by the City and occupies approximately one quarter of the total land area of the City of Vero Beach. The airport is open to the flying public twenty-four (24) hours per day every day of the year, with air traffic control services provided by a FAA control tower operated from 7:00 a.m. until 9:00 p.m. every day. Three asphalt runways and their supporting taxiway systems are in operation. The primary runway, 11R/29L, is 7,314 feet long and 100 feet wide, and of sufficient length to accommodate a Gulfstream V. The secondary or crosswind runway, 4/22, is 4,975 feet long and 100 feet wide. The third runway, 11L/29R, is 3,504 foot long and 75 foot wide, and runs parallel to the primary runway. Although no regularly scheduled commercial airline service is provided at this time, a full range of general aviation services are made available to the public by several local Fixed Base Operators. In addition, The New Piper Aircraft Corp. (aircraft manufacturing) and Flight Safety International, Inc. (flight training), as well as a variety of non-aviation businesses offering a wide range of products and services to the community, are located at the Vero Beach Airport. The Vero Beach Municipal Airport can be accessed through U.S. 1, Aviation Blvd, 43 rd Ave, 34 th Avenue and 27 th Avenue. Primary access to the Vero Beach Municipal Airport is provided at U.S. 1 and Aviation Boulevard. Twenty-seventh Avenue is a county and city maintained urban collector that runs north-south and connects the airport to SR 60. SR 60, located one half mile south of the airport, is a state maintained east-west arterial that provides access to both US 1 and Interstate 95. U.S. 1 is situated one mile to the east, and I-95 is located seven miles to the west. Community Development Department Indian River County 36

41 Community Development Department Indian River County 37

42 Comprehensive Plan Transportation Element City of Sebastian Municipal Airport The Sebastian Municipal Airport is located in the northwest portion of the City of Sebastian. It is owned and operated by the City of Sebastian. The airport occupies approximately 601 acres with an elevation of approximately 23 feet above mean sea level. The airport is open 24 hours a day, seven days a week. The airport has two asphalt runways, which are 4000 feet long and 150 feet wide. The majority of the aircraft that use the airport are privately owned, single engine aircraft. The Sebastian Airport is accessed by Main Street in the City of Sebastian and by Roseland Road. Main Street is a city street and connects to US 1, approximately one mile east of the airport. US 1 is a state maintained major arterial. Intersecting US 1 approximately one mile south of the intersection of US 1 and Main Street, County Road 512 (CR 512) provides access to I-95 at a distance of seven miles to the west. CR 512 is a county maintained major arterial roadway. Roseland Road is a county maintained rural major collector, connecting to both US 1 and CR 512. High Speed Rail In November of 2000, Florida voters approved an amendment to the state Constitution requiring the construction of a High-Speed Rail transportation system. The amendment requires the use of train technologies that operate at speeds in excess of 120 miles per hour and consist of dedicated rails or guideways separated from motor vehicle traffic. The new high speed rail system is to link the five largest urban areas in Florida, and construction must begin by November 1, Indian River County is not intended to be one of the major stopping points on the system. Land Use Current and future land use patterns have a substantial influence on the characteristics of the transportation system. Overall, the location of major trip generators and attractors influences roadway improvement needs as well as the demand for transit. Trip production areas are those portions of the county where major residential developments are located. These developments generate trips. Trip attraction areas are locations with shopping, recreation, medical, employment, and other facilities. People are attracted to these areas by the services or facilities available there. Figures 4.7 a-d show major trip production and attraction areas in the county. The major shopping areas for the county are considered trip attractors. Most of these major shopping areas are located in the Vero Beach area. Shopping locations include US 1 south of the downtown Vero Beach area, SR 60 east of the downtown area and the south county area. Another developing shopping area is the SR 60 corridor from 58th Avenue westward to I-95. The recent addition of the Indian River Mall to this area has made it a major retail and shopping destination for the county. The Sebastian area is served by shops in the Sebastian downtown area, the Roseland Shopping Center, and a Wal-Mart Superstore. Convenience shopping facilities are located throughout the county along major roadways. Community Development Department Indian River County 38

43 Comprehensive Plan Transportation Element Other attractions include county and state government offices and the County Courthouse, as well as a branch of the Indian River Community College, all located in Vero Beach; city government offices and post offices located in each city; and the major medical services which are located at Indian River Memorial Hospital and the County Health Department, all located in the Vero Beach area; as well as the Sebastian River Medical Center located in the Sebastian/Roseland area. Recreational and cultural facilities are also trip attractors. On the barrier island, South Beach Park, Humiston Park, Sexton Plaza, Jaycee Beach Park, Wabasso Beach Park, Golden Sands Park, Treasure Shores Park, Round Island Park, and Sebastian Inlet State Park are recreation areas that attract many visitors. On the mainland, the North County Library near Sebastian and the Main Library in Vero Beach are trip attractors. The Municipal Marina, located on the barrier island north of SR 60, actually produces many trips, since out-of-town boaters dock there and need transportation for shopping and to purchase supplies. Employment is somewhat dispersed throughout the county, but there are areas with concentrations of employment. The area near downtown Vero Beach has many city and county government offices, and Piper Aircraft near the Vero Beach Airport has a large number of employees. Near the Sebastian River Medical Center and the Indian River Memorial Hospital, there are a large number of employees resulting from the agglomeration of medical services near those hospitals. Current and future land use characteristics such as development type and density provide an indication of present and future roadway and transit demand. Figure depicts the present and future land use patterns in Indian River County. For transportation planning purposes, land uses are represented by the number of dwelling units by type, the number of hotel/motel units, school enrollment, and employment by type. These data are aggregated by geographic units known as traffic analysis zones (TAZs). Traffic analysis zones are the basic geographic units used in conventional travel demand analysis. Generally, TAZ boundaries are structured such that land uses within TAZs are compatible to the extent practical. In Indian River County, there are 154 TAZ s. Population Characteristics Affecting Transportation Compared to other areas, Indian River County is generally affluent, with a high degree of access to automobile transportation. In 2000, the median household income for the county was $39,635, compared to $38,819 overall in Florida. The percentage of the population living below the poverty level in the County was 9.3%. In the county, there are 1.80 vehicles per household, with only 6% of households having no vehicles. Florida overall has an average of 1.58 vehicles per household, with 9% of households having no vehicles. According to the Bureau of Economic and Business Research (BEBR), the 2002 countywide permanent resident population was 118,149. In 1987, the latest year for which there is an Community Development Department Indian River County 39

44 Existing Transportation Map Series- Generators & Attractors Figure 4.7A Major Residential Areas Legend Generators & Attractors e Residential CJWffier kjh ~~~~~palities CJ County Vero Beach Highlands Community Development Department Indian River County 40

45 Existing Transportation Map Series- Generators & Attractors Figure 4.78 Major Retail Shopping Centers Legend Genemtors & Attractors Retail c::::jw3ter /\/Roads E2J Cities c::::jcomfv Community Development Department Indian River County 41

46 Community Development Department Indian River County 42

47 Existing Transportation Map Series - Generator & Attractors Figure 4.7D Mobile Home Parks & Developments Coral Gem Mobile Home Park Legend Generators & Attracto rs Homes c::::jwater /\/Roads D Cities D County Community Development Department Indian River County 43

48 estimate, there were an estimated 18,374 seasonal residents in the county. In terms of population density, Indian River County is a low-density community. With 313,100 acres in the county as a whole, the overall population density, including both permanent and seasonal residents, is approximately 0.36 persons per acre. Journey to Work The average travel time to work is 20.3 minutes for county residents. The travel mode of choice in the county is the automobile. As shown in Table 4.5, 80% of commute trips consist of single occupancy vehicles. Almost half, 45.9%, of all commutes fall between 10 and 19 minutes. When compared to average journey to work times across the state of Florida, shorter commutes can be found in Indian River County. Commuter flows for Indian River County provide insight into areas of current employment travel and potential transit demand. Of the county s 47,737 workers in 2000, 8,166 worked in the City of Vero Beach. A large number of Indian River County workers commute to St. Lucie County employment destinations, while a small number of county residents work in Brevard, Martin, and other area counties. Table 4.5 Journey to Work Characteristics Journey-to-work Characteristic IRC Florida Place of Work Worked inside county of residence 87.28% 85.98% Worked outside county of residence 11.82% 13.47% Worked outside State of residence 0.90% 0.55% Means of Transportation to Work Drive Alone 80.11% 77.11% Carpool 13.02% 14.13% Public Transit 0.09% 2.01% Walk 1.71% 2.51% Work at Home 2.86% 2.28% Other 2.20% 1.97% Travel Time to Work <10 minutes 18.50% 13.26% minutes 45.94% 32.93% minutes 17.05% 21.34% minutes 11.64% 20.23% 45+ minutes 5.14% 9.95% Work at Home 1.73% 2.28% Departure Time to Work 6 AM to 9 AM 74.36% 69.56% Other Times 25.64% 30.44% Private Vehicle Occupancy Drive Alone 80.11% 77.11% 2-person carpool 9.97% 11.39% Community Development Department Indian River County 44

49 Finance Journey-to-work Characteristic IRC Florida 3-person carpool 1.89% 1.72% 4-person carpool 1.16% 1.02% Other means 6.87% 8.77% Source: Indian River County MPO In any plan, it is important to identify the financial resources necessary for plan implementation. Because of the transportation system s importance for development of the county, it is even more important to identify the financial resources available for transportation system improvements. Besides the information incorporated within this section, detailed financial data applicable to all elements of the comprehensive plan are provided in the capital improvements element. With respect to transportation, there are various funding sources whose revenues are earmarked for transportation system improvements. In Florida, conventional transportation funding comes from a system of taxes and fees imposed by federal, state, and local governments. With the exception of some discretionary federal grant programs, the distribution of transportation funds is primarily governed by federal and state statutory formulas. The primary sources of funding for highway construction and maintenance are motor fuel taxes, motor vehicle fees and other automobile related user fees. Gasoline taxes are collected at the federal and state levels. In addition, the State of Florida collects gasoline taxes on behalf of local governments, either as determined by State legislation or through optional taxes legislated at the local government level. In addition to those taxes and fees, Indian River County collects a traffic impact fee from new development. Federal Gasoline Tax The federal tax on highway fuels is currently 18.4 cents per gallon on gasoline and 13.1 cents per gallon on gasohol. Currently, 2.5 cents of the gasohol tax only is designated for deficit reduction, and 2.86 cents is designated for the mass transit account of the Federal Highway Trust Fund. Federal fuel taxes are deposited in the Federal Highway Trust Fund and distributed by the Federal Highway Administration to each state through a system of formula grants and discretionary allocations. Federal highway funds are distributed by FDOT first for highway and bridge construction, with the remainder distributed to eight FDOT districts using a formula based on population, gas tax collections in each district, and needs assessments. State Motor Fuel Taxes Highway fuel taxes constitute the oldest continuous source of dedicated transportation revenues in the state. These state fuel taxes can be categorized as retained, those that are collected by the State for State use, and shared, those that are distributed to counties and municipalities. The retained state fuel sales tax is currently 9.9 cents per gallon. Shared gasoline taxes include Community Development Department Indian River County 45

50 the State Constitutional Gas Tax (2 cents/gallon), the County Gas Tax (1 cent/gallon), and the Municipal Gas Tax (1 cent/gallon). The State Comprehensive Enhanced Transportation System (SCETS) Tax is collected and used by the State, but must be used in the district where it was generated. The SCETS is currently 4.6 cents per gallon. Local Gas Tax The Florida Legislature has authorized a series of locally based gasoline taxes for use by local governments to meet their infrastructure needs. These local gas taxes include the Local Option Gas Tax and the Ninth-cent Gas Tax. Local Option Gas Tax The State of Florida authorizes local governments to levy two separate local Option Gas Taxes. The first is a tax of 1 cent to 6 cents on every gallon of motor fuel and special fuel sold at the retail level. The second tax is referred to as the ELMS gas tax. This tax is a 1 to 5 cent levy upon every gallon of motor fuel sold at retail in a county. Indian River County imposes the first of the two authorized local option gas taxes. In 1986, Indian River County increased the per-gallon Local Option Gas Tax to 6 cents per gallon. The County does not currently impose any of the ELMS 1 to 5 cent second local option gas tax. Ninth-cent Gas Tax This state fuel excise tax is also called the Voted Gas Tax, even though the 1993 Legislature removed the requirement for a voter referendum. This tax is limited to 1 cent per gallon on highway fuels, has no time limit, and can be imposed by an extraordinary vote of the Board of County Commissioners. Indian River County does not impose this tax. Local Option Discretionary Sales Surtax The State of Florida authorizes local governments to levy six types of Local Option Discretionary Sales Surtaxes. Of these, Indian River County imposes only the Local Government Infrastructure Surtax. Approved by County Referendum in November 2002 for a duration of 15 years, this surtax is levied at a rate of 1 percent and is applicable to all transactions subject to the state sales tax, with the exception of single transactions in excess of $5,000, which are exempt from the tax. The 2002/03 revenue from this surtax was $11.7 million. Although a portion of this revenue source is dedicated to transportation, the County uses most of this revenue for other capital improvements besides transportation. Transportation improvements in the current five-year transportation capital improvements program account for approximately 28% of the total revenue generated by this tax. Community Development Department Indian River County 46

51 Transportation Impact Fees Transportation impact fees are county fees imposed on new development to cover the costs of anticipated roadway capacity improvements. The County s traffic impact fee ordinance was enacted in The fee is based on a formula related to the projected traffic impacts of proposed developments. Originally, the county established nine (9) separate impact fee districts. Each of the nine districts collected a different impact fee for each different type of development. There is now one county impact fee for each different type of development collected over three (3) traffic impact fee districts. The revenue must be spent for transportation system capacity producing improvements in the district from which it was obtained. Total impact fee revenue collected during FY 2004/05 was $32,844, Tables 4.8A and 4.8B summarize capital and operating revenues for all state and local financing mechanisms through the planning time horizon of the Comprehensive Plan. Total state and federal capital revenues through 2030 are expected to be $195 million. Total capital revenues for the county through 2030 are estimated at $461 million. This includes all impact fee and gas tax revenue sources for the county. It also includes enhanced revenues through 2030 in the form of revised impact fees, continuation of the 1-cent sales tax, and, beginning in 2010, imposition of the second local option gas tax. Operating and maintenance revenues for the county total an estimated $251.7 million through this same time horizon. ANALYSIS The transportation element analysis consists of several components. These components include separate sections for each of the different transportation systems. The first component of the analysis is the land use/transportation analysis. That component is an assessment of the present and future land use and transportation relationship. Other components contained in the transportation element analysis include: the traffic circulation system analysis, the bicycle/pedestrian system analysis, the aviation and related systems analysis, and the transit analysis. Much of the analysis of the transportation systems in Indian River County was performed for the development of the MPO s Long Range Transportation Plan approved in The results from the LRTP are incorporated here in order to ensure consistency between the LRTP and this Transportation Element of the Comprehensive Plan. Land Use/Transportation Analysis Currently, the county s land use pattern is low density and low intensity, with single-family residential development being the predominant land use. Although the county does not have a central core with a large employment base, urban development is limited to the eastern third of the county by the established urban service area (USA) boundary. Within the USA boundary, there is a substantial amount of vacant land, many unbuilt-on platted lots, and existing strip commercial development along some of the major roadway corridors such as US 1. This land use pattern, along with the county s socioeconomic characteristics (high incomes, small households, many retirees, high percentage of automobile ownership), has resulted in an auto-dominated environment. Because of the separation of land uses, most trips must be made Community Development Department Indian River County 47

52 by automobile instead of by walking, and the land use dispersion results in longer work, shopping, social/recreation, and other types of trips. For those reasons, as well as others (including schedule, time of service, geographic coverage), transit is also not a viable alternative to the automobile. In assessing the county s existing land use pattern, several issues or problems can be identified, and various opportunities can be noted. With respect to issues, one is that there is little mixed use development in the county. Coupled with the division of land uses, this results in auto dependence, produces more trips, results in longer trips, and increases total vehicle miles traveled. Another issue is low densities and vacant land. With the overall low densities in the county, developers tendencies to build at even lower than allowed densities, and vacant parcels within the existing USA, it is difficult to establish a viable transit system. A third issue is existing strip commercial development. This type of development disperses uses, reduces the efficiency of the roadway system by requiring more curb cuts, limits transit system options, and makes pedestrian trips more difficult. These issues and problems are the result of historic development patterns and not reflective of the policies and initiatives in the county s comprehensive plan. In the future, there is an opportunity to address these issues, and the Future Land Use Element incorporates many initiatives relating to transportation/land use issues. Probably the most significant opportunity to address these issues is the continued growth and development projected for the county through this plan s 2020 horizon year. The 2020 land use pattern for Indian River County is reflected in the Future Land Use Element of this plan. As shown on the Future Land Use Map, the 2020 land use pattern is a continuation of the existing development pattern in the county. Both the existing and future land use patterns are characterized by low density, low rise development, commercial/industrial nodes, higher density residential along high volume roadway corridors, an urban service boundary limiting westward expansion, and a continuation of the current coast-paralleling development pattern. As structured, the future land use plan will have a significant effect on the future transportation system. With the location of the urban service boundary, the future land use plan ensures a compact development pattern that will limit urban sprawl, promote infill development, and manage future growth. From a transportation perspective, the future land use plan has several transportation implications. By limiting westward expansion, limiting urban sprawl, and promoting infill, trip lengths will not substantially increase. Shorter trip lengths result in lower overall system demand, fewer miles of impacted roadways, and more opportunity for trip demand to be satisfied by means other than single occupancy vehicles. Several other characteristics of the future land use pattern also affect transportation. With higher residential densities programmed for various corridors, there is an opportunity for increased transit use, since transit systems experience greater ridership under these kinds of conditions. Similarly, the future land use plan s clustering of commercial/industrial development within Community Development Department Indian River County 48

53 nodes ensures that trip attractions will be located together in clusters, a pattern which promotes viable transit use as well as pedestrian/bicycle use. Even more important for transportation planning are some of the future land use plan initiatives that are not reflected on the future land use plan map. One of these is the allowance of neighborhood commercial nodes. These nodes can be established in residential areas to provide convenient commercial uses. By so doing, trip lengths can be reduced, and transportation system impacts can be lessened. Even more important is the future land use element s policies encouraging traditional neighborhood development (TND). Through incentives, the future land use element promotes TND as an alternative to typical sprawl development patterns. Characterized by grid streets, mixed uses, accessible recreation, pedestrian systems, and other design features, TND projects relate to the transportation system in several ways. By locating housing close to work, shopping, and recreation, TND projects can reduce trip lengths, reduce vehicle trips, and increase bicycle and pedestrian trips. Also, TND projects can enhance transit possibilities. Traffic Circulation System Even with the land use initiatives referenced above, the traffic circulation system will continue to be the principal component of the county s transportation system through For that reason, travel demand must be assessed to determine traffic circulation system needs through the plan s time horizon. Based upon travel demand analysis and needs assessment, future roadway improvements can be identified. Travel Demand Analysis To determine projected transportation needs, the County uses the long range transportation plan development process established by the Indian River County MPO. According to the Intermodal Surface Transportation Efficiency Act (ISTEA) of 1991, every MPO must develop a long range plan to address the transportation needs of its area. In addition, ISTEA requires that long range plans consider a horizon of at least 20 years. The Indian River County MPO completed its most recent Long Range Plan update in The horizon year for this plan is As indicated in the MPO s long-range plan, the analysis of projected traffic needs involves three primary steps: Model Validation, Needs Analysis, and Cost Feasible Analysis. Model Validation Prior to its use as a tool for projecting needs, the Indian River County traffic model was validated using 1996 base year data. The traffic model is the Florida Standard Urban Transportation Model Structure (FSUTMS) traffic model that, when run with the Indian River County highway network and socioeconomic data as inputs, predicts future traffic on area roads for desired projection years. Community Development Department Indian River County 49

54 In validating the traffic model, Census records, state labor department employment statistics, and other sources to estimate Indian River County population and employment data for 2000 were used. The 2000 data were then projected through These data are summarized in Table 4.6. The socioeconomic data were used in the model validation process and in the prediction of future traffic levels for the long range plan needs analysis. The 2030 socioeconomic data projections used in the travel demand forecasting model were based on the County s future land use map. Using the map as a control, single and multi family dwelling units, hotel/motel units, school enrollment, and employment were projected for 2030 by traffic analysis zones. While this methodology is standard, the results do not reflect the impact of some of the land use initiatives incorporated within this plan. To the extent that traditional neighborhood development (TND) projects are built, other mixed use projects are developed, land uses are connected, bike/ped facilities built, and transit service enhanced, the model results may overestimate the number of vehicle trips that the socioeconomic data projections suggest. The model validation process involves running the FSUTMS model to obtain predicted 2000 roadway traffic volumes and then comparing those model-predicted roadway volumes to actual 2000 field-collected traffic counts. Based upon the comparison of predicted to observed volumes, minor changes are made to the model's parameters. This change in parameters allows the model to approximate predicted roadway volumes to actual roadway volumes. Through this process, an acceptable projected-to-actual ratio is obtained. With this process complete, the model is then considered valid for the purpose of predicting future traffic levels using future-year socioeconomic data projections. Needs Analysis The validated model was run using 2030 socioeconomic data and the existing and committed road network. This model run was performed to develop 2030 traffic demand projections under the assumption that no capacity-producing roadway improvements would be made from 2010 to In other words, this model run assessed the impact of 20 years of growth on the existing and committed roadway network. This model run also identified roadway deficiencies resulting from the growth in travel demand over this 20-year time period. A deficient roadway is defined as any roadway having a level of service condition that exceeds the adopted roadway performance standard. All deficient roadways became candidates for potential future road widening projects and were tested to determine whether improvements were needed to maintain the adopted level of service standards through the year The traffic model makes its projections of future year traffic in the form of traffic volumes on roads. For each roadway on the network, the model uses the projected traffic volume ("v") for the road (produced by the model) and the maximum acceptable capacity ("c") of the road to transform each of these raw volume projections into more understandable volume to acceptable capacity ("v/c") ratios. If the v/c ratio exceeds 1.0, the traffic volume of a roadway segment is projected to exceed the acceptable capacity of that roadway segment. While a v/c of 1.0 Community Development Department Indian River County 50

55 Community Development Department Indian River County 51

56 Community Development Department Indian River County 52

57 I WTHST :iii tl1h$t m o Miles Level of Service LOS Not Calculated - D -c Interchanges Existing Brevard County N Comprehensive Plan Figure 4.9a A 2030 Adopted Cost Mordable Plan Level or Servioe Comprehensive Plan Transportation Element - -A - E - B - F (I} New Jnclt.m Riv::r C(lluniy Community Development Department Indian River County 53

58 indicates that the traffic volume is just at the acceptable level of service, a roadway with a v/c much less than 1.0 has excess traffic capacity. In the latter case, more traffic could be accommodated, and the road would still function at an adequate level of service. Table 4.6 Socioeconomic Data Summary Single Family Dwelling Units Multi-Family Dwelling Units Hotel Units Single Family Population Multi-Family Population Hotel Population School Enrollment Commercial Employment Service Employment Industrial Employment Source: FSUTMS LUCHECK program output of and socioeconomic data Table 4.7 shows the results of running the model with 2030 socioeconomic data projections and using the existing and committed road network. The table lists the roadways predicted to exceed capacity under this scenario. Those roadway links having a v/c ratio over 1 in Table 4.7 will exceed capacity by Roads shown to experience more traffic than their acceptable capacity in 2030 are in four general areas of the county. These areas include the north county area near Sebastian; the State Road 60 corridor; I-95; and Indian River Blvd/south Indian River County area. Based on these results, a Needs Plan was developed for the county road network. The Needs Plan lists the road improvements that will need to be in place in order to accommodate future demand for road facilities. The resulting road widening improvements for the 2025 Needs Plan are summarized in Table Revenues In order to develop a financially feasible transportation plan, it is necessary to project the amount of revenue that will be available to construct transportation system improvements. Using historic data, present trends, reasonable assumptions, and FDOT input, transportation capital improvement revenue amounts were projected by five year increments through These amounts are shown on Tables 4.8a and 4.8b. Not included on Tables 4.8a and 4.8b are potential revenue sources that could be implemented to provide enhancements over and above the basic road widening improvements specified in the plan. These enhancements might include bike paths, sidewalks, landscaping, streetscaping, and lighting. Community Development Department Indian River County 54

59 Currently, 40 of Florida s 67 counties impose all or part of the ELMS (Environmental Land Management Study) one to five cent local option gas tax. Among those counties imposing the tax are Brevard and St. Lucie. Because the cost feasible plan is subject to unforeseen interruptions in the traditional transportation revenue stream, the county could consider implementing part or all of the ELMS one to five cent local option gas tax. To impose this tax, an extraordinary vote of the county commission or a countywide referendum initiated by the commission is required. Table Potentially Deficient Roadways On Street From Street To Street 2030 V/C Ratio Greater Than 1.0 (Y/N?) 4 th St 98th Ave 82nd Ave N 4 th St 82nd Ave 66th Ave N 4 th St 66th Ave 58th Ave N 4 th St 58th Ave 43rd Ave N 4 th St 43rd Ave 27th Ave N 4 th St 27th Ave 20th Ave N 4 th St 20th Ave Old Dixie Hwy Y 4 th St Old Dixie Hwy U.S. 1 N 5 th Street SW 66th Ave 58th Ave N 5 th Street SW 58th Ave 43rd Ave N 5 th Street SW 43rd Ave 27th Ave N 5 th Street SW 27th Ave U.S. 1 N 6 th Ave U.S. 1 8th St N 6 th Ave 8th St 12th St N 6 th Ave 12th St 17th St N 6 th Ave 17th St 18th St N 6 th Ave 18th St 21st St N 8 th St 90th Ave 82nd Ave N 8 th St 82nd Ave 74th Ave N 8 th St 74th Ave 66th Ave N 8 th St 66th Ave 58th Ave N 8 th St 58th Ave 43rd Ave N 8 th St 43rd Ave 27th Ave N 8 th St 27th Ave 20th Ave N 8 th St 20th Ave Old Dixie Hwy Y 8 th St Old Dixie Hwy U.S. 1 Y 8 th St U.S. 1 6th Ave Y 8 th St 6th Ave Indian River Blvd N 10th Ave 17th St S.R. 60 (WB) N 10th Ave S.R. 60 (WB) Royal Palm Blvd N 12th St 58th Ave 43rd Ave N 12th St 43rd Ave 27th Ave N 12th St 27th Ave 20th Ave N 12th St 82nd Ave 74th Ave N 12th St 20th Ave Old Dixie Hwy N 12th St Old Dixie Hwy U.S. 1 N Community Development Department Indian River County 55

60 On Street From Street To Street 2030 V/C Ratio Greater Than 1.0 (Y/N?) 12th St U.S. 1 6th Ave N 12th St 6th Ave Indian River Blvd N 13th St SW 66th Ave 58th Ave N 13th St SW 58th Ave 43rd Ave N 13th St SW 43rd Ave 34th Ave N 13th St SW 34 th Ave 27th Ave N 13th St SW 27 th Ave 20th Ave N 16th St 90th Ave 82nd Ave N 16th St 82nd Ave 74th Ave N 16th St 74th Ave 66th Ave N 16th St 66th Ave 58th Ave N 16th St 58th Ave 43rd Ave N 16th St 43rd Ave 27th Ave N 16th St 27th Ave 20th Ave N 16th St 20th Ave Old Dixie Hwy N 16th/17th St Old Dixie Hwy 10th Ave N 16th/17th St 10th Ave U.S. 1 N 17th St U.S. 1 Indian River Blvd N 17th St Indian River Blvd S.R. A1a N 17th St SW 66th Ave 58th Ave N 17th St SW 58th Ave 43rd Ave N 17th St SW 43rd Ave 27th Ave N 20th Ave 21st Ln SW 17th Ln SW N 20th Ave 17th Ln SW Oslo Rd Y 20th Ave Oslo Rd 4th St Y 20th Ave 4th St 8th St Y 20th Ave 8th St 12th St Y 20th Ave 12th St S VB City Limit N 20th Ave S VB City Limit 16th St N 20th Ave 16th St S.R. 60 N 20th Ave S.R. 60 Atlantic Blvd N 21st St 20th Ave U.S. 1 Y 21st St U.S. 1 Indian River Blvd N 21st St SW 58th Ave 43rd Ave N 21st St SW 43rd Ave 27th Ave N 21st St SW 27th Ave 20th Ave N 23rd St 20th Avenue U.S. 1 N 23rd St U.S. 1 Royal Palm Blvd N 26th St 82nd Ave 74th Ave N 26th St 74th Ave 66th Ave N 26th St 66th Ave 58th Ave N 26th St 58th Ave 43rd Ave N 27th Ave S. County Line 13th St SW Y 27th Ave 13th St SW Oslo Rd Y 27th Ave Oslo Rd 4th St Y Community Development Department Indian River County 56

61 On Street From Street To Street 2030 V/C Ratio Greater Than 1.0 (Y/N?) 27th Ave 4th St 8th St Y 27th Ave 8th St 12th St N 27th Ave 12th St S VB City L N 27th Ave S VB City L 16th St N 27th Ave 16th St S.R. 60 Y 27th Ave S.R. 60 Atlantic Blvd Y 27th Ave Atlantic Blvd Aviation Blvd Y 33rd St 66th Ave 58th Ave N 37th St U.S.1 Indian River Blvd Y 41st St 58th Ave 43rd Ave N 41st St 43rd Ave Old Dixie Hwy N 41st St Old Dixie Hwy U.S. 1 N 41st St U.S. 1 Indian River Blvd Y 43rd Ave S County Line Oslo Rd Y 43rd Ave Oslo Rd 4th St Y 43rd Ave 4th St 8th St Y 43rd Ave 8th St 12th St Y 43rd Ave 12th St 16th St N 43rd Ave 16th St S.R. 60 Y 43rd Ave S.R th St Y 43rd Ave 26th St 41st St N 43rd Ave 41st St 45th St N 43rd Ave 45th St 49th St N 43rd Ave 49th St 53rd St N 45th St 66th Ave 58th Ave N 45th St 58th Ave 43rd Ave N 45th St 43rd Ave Old Dixie Hwy Y 45th St Old Dixie Hwy U.S. 1 Y 45th St U.S. 1 Indian River Blvd Y 49th St 66th Ave 58th Ave N 49th St 58th Ave 43rd Ave N 49th St 43rd Ave Old Dixie Hwy N 49th St Old Dixie Hwy U.S. 1 N 53rd St 82nd Ave 66th Ave N 53rd St 66th Ave 58th Ave N 53rd St 58th Ave Old Dixie Hwy N 53rd St Old Dixie Hwy U.S. 1 N 58th Ave S County Line/Koblegard Rd 17th St Y 58th Ave 17th St 13th St SW Y 58th Ave 13th St SW Oslo Rd Y 58th Ave Oslo Rd 4th St N 58th Ave 4th St 8th St N 58th Ave 8th St 12th St N 58th Ave 12th St 16th St N 58th Ave 16th St S.R. 60 N Community Development Department Indian River County 57

62 On Street From Street To Street 2030 V/C Ratio Greater Than 1.0 (Y/N?) 58th Ave S.R th St N 58th Ave 26th St 41st St N 58th Ave 41st St 45th St N 58th Ave 45th St 49th St N 58th Ave 49th St 53rd St N 58th Ave 53 rd St 65th St Y 58th Ave 65 th St 69th St Y 58th Ave 69 th St C.R. 510 N 65th St 66 th Ave 58th Ave N 65th St 58 th Ave Old Dixie Hwy N 65th St Old Dixie Hwy U.S. 1 N 66th Ave S County Line 17th St N 66th Ave 17 th St 13th St N 66th Ave 13 th St Oslo Rd N 66th Ave Oslo Rd 4th St N 66th Ave 4th St 8th St N 66th Ave 8th St 12th St N 66th Ave 12 th St 16th St N 66th Ave 16 th St S.R. 60 N 66th Ave S.R th St Y 66th Ave 26 th St 41st St Y 66th Ave 41 st St 45th St Y 66th Ave 45 th St 53rd St Y 66th Ave 53 rd St 65th St Y 66th Ave 65 th St 69th St Y 66th Ave 69 th St C.R. 510 Y 69th St 82 nd Ave 66th Ave N 69th St 66 th Ave 58th Ave N 69th St 58 th Ave Old Dixie Hwy N 69th St Old Dixie Hwy U.S. 1 N 70th Ave C.R. 510 Barber St N 74th Ave 8th St 12th St N 74th Ave 12th St S.R. 60 N 77th St 66th Ave U.S. 1 Y 82nd Ave S County Line Oslo Rd N 82nd Ave Oslo Rd 4th St N 82nd Ave 4th St 12th St N 82nd Ave 12th St S.R. 60 Y 82nd Ave S.R th St N 82nd Ave 26th St 53rd St N 82nd Ave 53rd St 65th St N 82nd Ave 65th St 69th St N 82nd Ave 69th St C.R. 510 N 90th Ave 8th St S.R. 60 Y 98th Ave 4th St S.R. 60 N Community Development Department Indian River County 58

63 On Street From Street To Street 2030 V/C Ratio Greater Than 1.0 (Y/N?) Atlantic Blvd 43rd Ave 27th Ave N Atlantic Blvd 27th Ave 20th Ave N Atlantic Blvd 20th Ave U.S. 1 N Aviation Blvd 43rd Ave 27th Ave N Aviation Blvd 27th Ave U.S. 1 Y Aviation Blvd (Ext) U.S. 1 Indian River Blvd N Barber St C.R. 512 Englar Dr Y Barber St Englar Dr 70th Ave Y Barber St 70th Ave Schumann Dr N Barber St Schumann Dr U.S. 1 N C.R. 507 S. Carolina County Line N C.R. 510 C.R th St Y C.R th St 66th Ave Y C.R th Ave 58th Ave Y C.R th Ave U.S. 1 Y C.R. 510 U.S. 1 ICWW Y C.R. 510 ICWW S.R. A1A Y C.R. 512 S.R. 60 Fellsmere City Limits Y C.R. 512 Fellsmere City Limits I-95 Y C.R. 512 I-95 C.R. 510 Y C.R. 512 C.R. 510 Roseland Rd Y C.R. 512 Roseland Rd Barber St Y C.R. 512 Barber St Fleming St Y C.R. 512 Fleming St Easy St Y C.R. 512 Easy St Delaware St Y C.R. 512 Delaware St U.S. 1 Y Fleming St C.R. 512 Easy St N Fleming St Easy St Schumann Dr N Highlands Dr Old Dixie Hwy U.S. 1 N I-95 S. County Line Oslo Rd Y I-95 Oslo Rd S.R. 60 Y I-95 S.R. 60 C.R. 512 N I-95 C.R. 512 N. County Line N Indian River Blvd U.S. 1 (S) 8th St N Indian River Blvd 8th St 12th St Y Indian River Blvd 12th St 17th St Y Indian River Blvd 17th St S.R. 60 (S) Y Indian River Blvd S.R. 60 (S) 21st St Y Indian River Blvd 21st St Royal Palm Y Indian River Blvd Royal Palm S.R. 60 (N) Y Indian River Blvd S.R. 60 (N) Aviation Blvd Ext Y Indian River Blvd Aviation Blvd Ext 37th St Y Indian River Blvd 37th St 53rd St N Old Dixie Hwy S. County Line Oslo Rd Y Old Dixie Hwy Oslo Rd 1st St N Community Development Department Indian River County 59

64 On Street From Street To Street 2030 V/C Ratio Greater Than 1.0 (Y/N?) Old Dixie Hwy 1st St 4th St N Old Dixie Hwy 4th St 8th St N Old Dixie Hwy U.S. 1 41st St N Old Dixie Hwy 8th St 12th St Y Old Dixie Hwy 41st St 45th St Y Old Dixie Hwy 12 th St S VB City L Y Old Dixie Hwy 45 th St 49th St Y Old Dixie Hwy S VB City L 16th St Y Old Dixie Hwy 49 th St 65th St Y Old Dixie Hwy 16 th St S.R. 60 (WB) Y Old Dixie Hwy 65 th St 69th St Y Old Dixie Hwy 69 th St C.R. 510 Y Oslo Rd I-95 82nd Ave N Oslo Rd 82 nd Ave 58th Ave Y Oslo Rd 58 th Ave 43rd Ave N Oslo Rd 43 rd Ave 27th Ave N Oslo Rd 27 th Ave 20th Ave Y Oslo Rd 20 th Ave Timber Ridge Y Oslo Rd Timber Ridge Old Dixie Hwy Y Oslo Rd Old Dixie Hwy U.S. 1 Y Roseland Rd C.R. 512 N. Seb City L Y Roseland Rd N. Seb City L U.S. 1 Y Royal Palm Blvd Royal Palm Pl Indian River Blvd Y Royal Palm Pl U.S. 1 Indian River Blvd N S.R. 60 W. County Line C.R. 512 Y S.R. 60 6th Ave Indian River Blvd Y S.R. 60 C.R th Ave Y S.R. 60 Indian River Blvd ICWW N S.R th Ave I-95 Y S.R. 60 ICWW S.R. A1A N S.R. 60 I-95 82nd Ave Y S.R nd Ave 66th Ave N S.R th Ave 58th Ave N S.R th Ave 43rd Ave N S.R rd Ave 27th Ave N S.R th Ave S.R. 60 (WB/EB) N S.R. 60 (EB) S.R. 60 (W) Old Dixie Hwy N S.R. 60 (EB) Old Dixie Hwy 10th Ave N S.R. 60 (EB) 10 th Ave U.S. 1 N S.R. 60 (EB) U.S. 1 S.R. 60 (E) N S.R. 60 (WB) S.R. 60 (W) Old Dixie Hwy N S.R. 60 (WB) Old Dixie Hwy 10th Ave N S.R. A1A S. County Line Castaway Blvd N S.R. A1A Castaway Blvd 17th St Y S.R. A1A 17 th St S.R. 60 Y Community Development Department Indian River County 60

65 On Street From Street To Street 2030 V/C Ratio Greater Than 1.0 (Y/N?) S.R. A1A S.R. 60 N. VB City L Y S.R. A1A N. VB City L Fred Tuerk Rd Y S.R. A1A Fred Tuerk Rd Winter Beach Rd N S.R. A1A Winter Beach Rd N. IRS L N S.R. A1A N. IRS L C.R. 510 Y S.R. A1A C.R. 510 N. County Line N Schumann Dr C.R. 510 Barber St Y Schumann Dr Barber St Englar Dr Y Schumann Dr Englar Dr Flemming St Y Schumann Dr Flemming St U.S. 1 N U.S. 1 S. County Line Oslo Rd Y U.S. 1 Oslo Rd 4th St N U.S. 1 4th St 8th St Y U.S. 1 8th St 12th St Y U.S th St 14th St Y U.S th St S. VB City L Y U.S. 1 S. VB City L 17th St Y U.S th St S.R. 60 (WB) Y U.S. 1 S.R. 60 (WB) 23rd St N U.S rd St Atlantic Blvd N U.S. 1 Atlantic Blvd Aviation Blvd Y U.S. 1 Aviation Blvd 37th St Y U.S th St Old Dixie Hwy (S) Y U.S. 1 Old Dixie Hwy (S) 41st St Y U.S st St 45th St Y U.S th St 49th St Y U.S th St 65th St Y U.S th St 69th St Y U.S th St Old Dixie Hwy (N) Y U.S. 1 Old Dixie Hwy (N) Barber St N U.S. 1 Barber St Schumann Dr N U.S. 1 Schumann Dr C.R. 5A Y U.S. 1 C.R. 5A C.R. 512 Y U.S. 1 C.R. 512 N. Seb City L Y U.S. 1 N. Seb City L Roseland Rd N U.S. 1 Roseland Rd N. County Line Y Victory Atlantic Cordova N Victory Cordova 20th Ave N Source: Indian River County MPO 2030 Cost Feasible Plan In order to determine which roadway improvements on the 2030 Needs Plan can be funded, a Cost Feasible Plan was prepared. The Cost Feasible Plan matches the financial resources that Community Development Department Indian River County 61

66 will become available through the year 2030 with a prioritized listing of roadway improvement projects and includes those projects that are affordable. Project prioritization criteria were developed to rank the Needs Plan roadway improvements. These criteria provide the basis for determining which roadway projects will be included in the 2030 Cost Feasible Plan. Road widening projects in the LRTP 2030 Cost Feasible Plan are identified in Table The total cost of the road improvements in Table is $581.3 million. The following observations can be made about the final 2030 roadway network: Major state road improvements include I-95 (from N. County Line to S. County Line), SR 60 (from W. County Line to 66 th Ave), and US 1 (from S. County Line to 4 th Indian River Blvd and from Aviation Blvd to CR 510). The improvement to Indian River Blvd (from Royal Palm Point to 37 th Street) to six lanes coupled with the extension of Aviation Blvd from US 1 to Indian River Blvd provides significant new roadway capacity to relieve projected traffic on US 1 through Vero Beach. Major road improvements in the southern portion of the county include Oslo Road (from I-95 to Old Dixie Hwy) to four lanes, the I-95/Oslo Road interchange, east/west roads (8 th Street, 16 th Street, 26 th Street, 53 rd Street, Aviation Blvd), and north/south roads (43 rd Avenue, 58 th Avenue, 66 th Avenue). Major road improvements in the northern portion of the county include CR 512 (from I- 95 to Roseland Road), CR 510 (from CR512 to US 1), Barber Street (from US 1 to Schumann Drive) to four lanes, Schumann Drive (from CR 66 th Avenue to Barber Street) to four lanes, the extension of Laconia St to CR 510, and the extension of Fleming Street to US 1. An analysis of the system-wide impacts of the adopted Cost Feasible Plan appears in Table These statistics represent system-wide comparisons, and include volume/capacity ratios, total accidents, and pollutant emissions. During the course of developing the Cost Feasible plan, the county considered several alternatives to road widening in response to public comments and potential impacts to surrounding neighborhoods. Two examples of this were the consideration of alternatives to widening 27 th and 43 rd Avenues. Policy 7.1 of the Indian River County Comprehensive Plan Transportation Element indicates that the county will explore alternatives to widening major thoroughfares when those thoroughfares intrude into an existing residential neighborhood. While the county will consider reasonable mitigation and/or alternatives to road widening, it is also the policy of the county to maintain its adopted level of service standards. In the fall of 2004, the Board of County Commissioners (BCC) considered several programmed roadway improvement projects. During the public involvement phase of the roadway Community Development Department Indian River County 62

67 development process, a considerable amount of citizen opposition arose against two of those roadway projects the 43 rd Avenue and 27 th Avenue widening projects. Both 43 rd Avenue and 27 th Avenue are two-lane undivided facilities that were proposed to be widened to five-lane facilities. The proposed widening projects were perceived as leading to higher volumes of traffic, higher travel speeds, increased noise levels, and reduced safety. In order to maintain the adopted level of service while also maintaining the quality of life of the residents in south Indian River County, the county explored a number of alternatives to fivelaning 43 rd and 27 th Avenues. These alternatives included three-laning 43 rd and 27 th Avenues; establishing new roadway alignments; and widening parallel facilities. In addition, an analysis was conducted to determine the feasibility of maintaining adequate levels of service through expanded transit service on the facilities. In performing the analysis of alternatives, the county employed a number of quantitative techniques, including regional travel demand modeling using FSUTMS on the adopted Treasure Coast Regional Planning Model network. Roadway Alternatives An analysis was performed of the impact of three-laning, as opposed to five-laning, 43 rd and 27 th Avenues. According to the Generalized Level of Service Tables contained in FDOT s 2002 Quality/Level of Service Handbook, dividing an undivided facility generally results in a 5% increase in capacity. Applying this increase to the two lane capacity of 43 rd Avenue, three-laning these facilities would result in a new capacity of approximately 903 vehicle trips/hour/direction. While helping to mitigate level of service problems, this solution alone does not fully address these concerns, since peak hour directional demand from proposed traffic projects on 43 rd Avenue (921 trips) will soon exceed three-lane capacity (903 trips). With respect to new roadways and parallel roadways, a number of north/south facilities exist within a distance of approximately five miles of 43 rd and 27 th Avenues. Two of these facilities (US 1 and Old Dixie Highway) connect residents in both Indian River and St. Lucie counties, while two others (58 th Avenue and 20 th Avenue) are limited to only Indian River County. In analyzing improvement options for north/south alternatives, it was determined that widening parallel facilities is either not feasible and/or will not result in adequate levels of service on 43 rd and 27 th Avenues. According to preliminary model runs performed as part of the MPO s 2030 Long Range Transportation Plan update, the widening of US 1 from four to six lanes will still result in level of service deficiencies on 27 th and 43 rd Avenues. Consequently, another roadway alternative was explored. That was the extension of 58 th Avenue to Indrio Road in St. Lucie County. Located approximately 1 mile west of 43 rd Avenue, 58 th Avenue is a new, four lane divided north-south facility. According to modeled output, extending 58 th Avenue south to Indrio Road in St. Lucie County will also not adequately address level of service on 43 rd and 27 th Avenues. The remaining north-south roadways, 20 th Avenue and Old Dixie Highway, are severely constrained by right of way. Both roadways are also classified as collectors, whereas 27 th and 43 rd Avenues are classified as minor arterials. In addition, land use adjacent to 20 th Avenue includes several public and private schools and school crossing zones. Consequently, neither Community Development Department Indian River County 63

68 facility can be widened without massive disruption to neighborhoods and businesses; therefore, neither option is cost feasible. No other parallel facilities exist within the corridor. Since the surrounding neighborhoods are largely built out north of Oslo Road, no new parallel roads could be built without displacement of existing neighborhoods. In the course of preparing its 2030 LRTP, the MPO explored new alignments and other alternatives to address the 43 rd Avenue and 27 th Avenue level of service considerations. Model analysis indicated that a major new roadway corridor, 66 th Avenue (modeled as a new, five-lane facility from SR 60 to Oslo Road and as a new three-lane facility from Oslo Road to St. Lucie County), could relieve conditions on 43 rd Avenue if developed in conjunction with the alternatives described above. As indicated in the LRTP report, this relief would come about in year 2030, after all parallel and feeder routes are already constructed, and only if the MPO s future assumptions on growth and travel demand are realized. Transit Alternatives With respect to transit, the Indian River County MPO modeled expanded transit service on the 43 rd Avenue Corridor as part of the recently completed five-year Transit Development Plan Major Update. According to consultant estimates, expanded transit service on 43 rd Avenue operating at the system standard one-hour headways would result in 10,843 riders/year. On a peak-hour basis, this would translate into approximately 1,000 riders. Divided out over 250 annual service days, the impact of expanded service on the 43 rd Avenue corridor equals approximately 4 peak hour trips. Even if the route were operated at one-half hour headways, the TDP analysis indicates that the route would not carry nearly enough riders to mitigate sufficient trips to maintain level of service D on 43 rd Avenue. Level of Service Alternatives Given the absence of a viable roadway or transit alternative in the 43 rd Avenue/27 th Avenue corridor, the county adopted Level of Service E plus 20% as the minimum acceptable level of service standard for the following roadways: - 27 th Avenue South County Line to SR rd Avenue Oslo Road to 16 th Street Since this decision, subsequent analysis determined that a four lane section (as opposed to the original five-lanes) on these roadways would enable the county to maintain its LOS D standard while minimizing the impacts to surrounding properties. Consequently, both 27 th and 43 rd Avenues have been added to the county s roadway network as future four-lane divided facilities. Therefore, level of service E+20% can be changed back to level of service D when these roadways are in the first three years of the county s capital improvement program. Intersection Analysis Based on the results of the model run produced as a part of the Needs Analysis, corridors with v/c ratios in the range of 0.98 and 1.2 were identified for additional intersection analysis. Since Community Development Department Indian River County 64

69 signals are almost always the constraint points in urban area corridors, the intersection analysis of these corridors began with an analysis of peak hour operating conditions at these signals. Signal layout information, signal timing information, and P.M. peak hour turning movement counts were obtained from the Indian River County traffic engineering division to complete the analysis. Seasonal factors and growth factors were then applied to project growth rates for each intersection through the planning horizon of the plan. The results of the analysis indicate that three signalized intersections are projected to operate at unacceptable levels of service. These three locations are: - 43 rd Avenue & SR 60 - US 1 & 32nd Street (Aviation Way) - CR 510 & 66th Avenue In addition to level of service, the County should also consider safety when prioritizing intersection improvements. Together with the intersections listed above, the county should include other intersections as candidates for improvements based on the annual crash data collected. Crash data for 2001 are listed on Table 4.2. Access Management & Traffic Control In order to preserve traffic capacity on major arterial roadways, traffic control and access management measures outlined by the Florida Department of Transportation and the Indian River County Land Development Regulations need to be closely adhered to. SR 60, US 1, and SR A1A have experienced carrying capacity deficiencies from the profusion of side friction by vehicles entering and exiting from the multiple driveways along each road. Deficiencies in these roadways exist because existing development is exempt from the access management standards found in the land development regulations. Review of on-site traffic flows, access driveways, and new roadway connections should continue to be conducted during the site plan and subdivision approval process. The County s land development regulations provide the basis for these reviews. The land development regulations outline guidelines for minimum parking requirements, adequate storage bays, spacing and design of median openings, and driveway and spacing access. Any amendments to the county land development regulations need to be consistent with this element of the IRC Comprehensive Plan. Advanced Right-of-Way Acquisition Table identifies the county's additional estimated advanced right-of-way needs for roadways through the year As indicated, almost all roadways included on the county Thoroughfare Plan will eventually require additional right-of-way acquisition by the county. Right of way costs to complete the 2030 Roadway Improvements Plan are approximately $128.8 million. Because of the increase of low intensity, non-urban uses outside of the urban service area, the county needs to enact measures to ensure that this kind of development does not preclude the eventual extension of the roadway grid system. The extended roadway grid system is needed to Community Development Department Indian River County 65

70 support the future connectivity and continuity of the road network. If the future land use map is eventually amended or if the urban service area is extended, maintaining adequate access to development in these areas will be critical in connecting the county system of roads. The extended roadway grid network is illustrated in Figure 4.10, Extended Roadway Grid Network. The right-of-way necessary to maintain this grid network should be protected by requiring appropriate land dedication through the site plan and subdivision approval process. Other Needs Supplemental to the roadway capacity improvements identified in the Cost Feasible Plan, and intersection and right-of-way needs, there are other traffic circulation system needs that must be addressed. These other needs include bridge improvements and resurfacings. To preserve the existing roadway system, regular maintenance and repair projects must be undertaken in addition to capacity producing projects. Table lists transportation improvements identified through the Capital Improvements Element of the IRC Comprehensive Plan. Finally, the MPO s 2030 cost-feasible roadway improvements plan is depicted in Figure 4.8. Figure 4.9 illustrates the 2030 roadway network laneage that will result from the implementation of all cost-feasible roadway improvements. Figure 4.9A depicts the future roadway level of service. The County s future grid network is illustrated in Figure Table is the County s 2030 Roadway Improvement Plan. Table Existing Roadway Characteristics Link ID No. of Exist On Street From Street To Street Length Lanes ROW Road Existing Type LOS Jurisdiction Functional Class LOS Standard S.R. A1A S. County Line S. VB City L U A SR MA D 1020 S.R. A1A S. VB City L 17th St D D SR MA D 1030 S.R. A1A 17th St S.R D C SR MA D 1040 S.R. A1A S.R. 60 N. VB City L D D SR MA D 1050 S.R. A1A N. VB City L Fred Tuerk Rd D D SR MA D 1060 S.R. A1A Fred Tuerk Rd Old Winter Bch Rd U B SR MA D 1070 S.R. A1A Old Winter Bch Rd N. IRS L U B SR MA D 1080 S.R. A1A N. IRS L C.R U B SR MA D 1090 S.R. A1A C.R. 510 N. County Line U A SR MA D 1110 Indian River Bd. 4th Us 1 12th St D B CR MA D 20 Indian River Bd. 8th St 12th St D C CR MA D 1130 Indian River Bd. 12th St 17th St D C CR MA D 1140 Indian River Bd. 17th St 20th St D B CR MA D 1145 Indian River Bd. 20th St 21st St D B CR MA D 1150 Indian River Bd. 21st St Royal Palm D C CR MA D Community Development Department Indian River County 66

71 Link ID No. of Exist On Street From Street To Street Length Lanes ROW Road Existing Type LOS Jurisdiction Functional Class LOS Standard 1155 Indian River Bd. Royal Palm MB Bridge D C CR MA D 1160 Indian River Bd. MB Bridge 37th St D B CR MA D 1170 Indian River Bd. 37th St. U.S. St D B CR MA D 1210 I-95 N. County Line C.R F B SR I B 1220 I-95 C.R. 512 S.R F B SR I B 1230 I-95 S.R. 60 Oslo Rd F B SR I C 1240 I-95 Oslo Rd S. County Line F B SR I C 1305 U.S. 1 S. County Line Oslo Rd D B SR PA D 1310 U.S. 1 Oslo Rd 4th IR Blvd D E SR PA D 1315 U.S. 1 4th IR Blvd 8th St D D SR PA D 1320 U.S. 1 8th St 12th St D D SR PA D 1325 U.S. 1 12th St S. VB City L D B SR PA D 1330 U.S. 1 S. VB City L 17th St D D SR PA D 1335 U.S. 1 17th St S.R D D SR PA D 1340 U.S. 1 S.R. 60 Royal Palm Pl D D SR PA D 1345 U.S. 1 Royal Palm Pl Atlantic Blvd D B SR PA D 1350 U.S. 1 Atlantic Blvd 37th St D B SR PA D 1355 U.S. 1 37th St. Old Dixie Hwy D D SR PA D 1360 U.S. 1 Old Dixie Hwy 41st St D D SR PA D 1365 U.S. 1 41st St 45th St D D SR PA D 1370 U.S. 1 45th St 49th St D B SR PA D 1375 U.S. 1 49th St 65th St D B SR PA D 1380 U.S. 1 65th St 69th St D B SR PA D 1385 U.S. 1 69th St Old Dixie Hwy D B SR PA D 1390 U.S. 1 Old Dixie Hwy Schumann Dr D B SR PA D 1395 U.S. 1 Schumann Dr C.R D B SR PA D 1400 U.S. 1 C.R. 512 N. Seb City L D B SR PA D 1405 U.S. 1 N. Seb City L Roseland Rd D B SR PA D 1410 U.S. 1 Roseland Rd N. County Line D B SR PA D 1510 Schumann Dr C.R. 66th Ave Barber St U D CR MA D 1515 Schumann Dr Barber St Englar Dr U C CI COL D 1520 Schumann Dr Englar Dr U.S U C CI COL D 1610 Roseland Rd C.R. 512 N. Seb City L U C CR COL D 1620 Roseland Rd N. Seb City L U.S U C CR COL D 1710 C.R. 512 Fellsmere City Limits I U C CR COL D Community Development Department Indian River County 67

72 Link ID No. of Exist On Street From Street To Street Length Lanes ROW Road Existing Type LOS Jurisdiction Functional Class LOS Standard 1720 C.R. 512 I-95 C.R U B CR COL D 1730 C.R. 512 C.R. 510 Roseland Rd U B CR COL D 1740 C.R. 512 Roseland Rd Barber St D B CR COL D 1741 C.R. 512 Barber St Fleming St D C CR COL D 1742 C.R. 512 Fleming St Easy St D C CR COL D 1743 C.R. 512 Easy St Delaware St D C CR COL D 1750 C.R. 512 Delaware St U.S D C CR COL D 1805 C.R. 510 C.R th St U B CR COL D 1810 C.R th St 66th Ave U B CR COL D 1820 C.R th Ave 58th Ave U B CR COL D 1830 C.R th Ave U.S U C CR COL D 1840 C.R. 510 U.S. 1 S.R. A1A U B CR COL D 1905 S.R. 60 W. County Line C.R U A SR PA CB 1907 S.R. 60 C.R th Ave U A SR PA CB 1910 S.R th Ave I U B SR PA D 1915 S.R. 60 I-95 82nd Ave D B SR PA D 1920 S.R nd Ave 66th Ave D B SR PA D 1925 S.R th Ave 58th Ave D B SR PA D 1930 S.R th Ave 43rd Ave D B SR PA D 1935 S.R rd Ave 27th Ave D B SR PA D 1940 S.R th Ave W. of 20th Ave D C SR PA D 1945 S.R. 60 (EB) W. of 20th Ave Old Dixie Hwy O D SR PA D 1950 S.R. 60 (EB) Old Dixie Hwy 10th Ave O D SR PA D 1955 S.R. 60 (EB) 10th Ave U.S O D SR PA D 1960 S.R. 60 (EB) U.S. 1 W. of 6th Ave O D SR PA D 1962 S.R. 60 W. of 6th Ave Indian River Blvd D D SR MA D 1965 S.R. 60 Indian River Blvd ICWW D D SR MA D 1970 S.R. 60 ICWW S.R. A1A D C SR MA D 1975 S.R. 60 (WB) W. of 20th Ave Old Dixie Hwy N/A O D SR PA D 1980 S.R. 60 (WB) Old Dixie Hwy 10th Ave N/A O D SR PA D 1985 S.R. 60 (WB) 10th Ave U.S N/A O D SR PA D 1990 S.R. 60 (WB) U.S. 1 W. of 6th Ave N/A O D SR PA D th St 58th Ave 43rd Ave U B CR MA D th St 43rd Ave 27th Ave U B CR MA D th St 27th Ave 20th Ave U B CR MA D Community Development Department Indian River County 68

73 Link ID No. of Exist On Street From Street To Street Length Lanes ROW Road Existing Type LOS Jurisdiction Functional Class LOS Standard th St 20th Ave Old Dixie Hwy U B CR MA D th/17th St Old Dixie Hwy U.S D C CR MA D th St U.S. 1 Indian River Blvd D B CR MA D th St Indian River Blvd S.R. A1A D B CR MA D th St 82nd Avenue 58th Ave U B CR MA D th St 58th Ave 43rd Ave U B CR MA D th St 43rd Ave 27th Ave U B CR MA D th St 27th Ave 20th Ave U B CR MA D th St 20th Ave Old Dixie Hwy U B CR MA D th St Old Dixie Hwy U.S U B CR MA D th St U.S. 1 IR Blvd D U B CR MA D 2305 Old Dixie Hwy S. County Line Oslo Rd U B CR COL D 2310 Old Dixie Hwy Oslo Rd 4th St U B CR MA D 2315 Old Dixie Hwy 4th St 8th St U B CR MA D 2320 Old Dixie Hwy 8th St 12th St U B CR MA D 2325 Old Dixie Hwy 12th St S. VB City L U B CR MA D 2330 Old Dixie Hwy S. VB City L 16th St U B CR MA D 2335 Old Dixie Hwy 16th St S.R U B CR MA D 2340 Old Dixie Hwy U.S. 1 41st Ave D U B CR MA D 2345 Old Dixie Hwy 41st St 45th St U B CR COL D 2350 Old Dixie Hwy 45th St 49th St U B CR COL D 2355 Old Dixie Hwy 49th St 65th St U B CR COL D 2360 Old Dixie Hwy 65th St 69th St U B CR COL D 2365 Old Dixie Hwy 69th St C.R U B CR COL D th Ave S. County Line Oslo Rd U B CR COL D th Ave Oslo Rd 4th St U B CR MA D th Ave 4th St 8th St U B CR MA D th Ave 8th St 12th St U B CR MA D th Ave 12th St S. VB City L U B CR MA D th Ave S. VB City L 16th St U B CR MA D th Ave 16th St S.R U B CR MA D th Ave S.R. 60 Atlantic Blvd U B CR MA D th Ave Atlantic Blvd Aviation Blvd U B CR MA D 2520 Oslo Rd I-95 82nd Avenue U C CR COL D 2530 Oslo Rd 82nd Ave 58th Ave U C CR COL D Community Development Department Indian River County 69

74 Link ID No. of Exist On Street From Street To Street Length Lanes ROW Road Existing Type LOS Jurisdiction Functional Class LOS Standard 2540 Oslo Rd 58th Ave 43rd Ave U B CR COL D 2550 Oslo Rd 43rd Ave 27th Ave U B CR COL D 2560 Oslo Rd 27th Ave 20th Ave U B CR MA D 2570 Oslo Rd 20th Ave Old Dixie Hwy U B CR MA D 2580 Oslo Rd Old Dixie Hwy U.S D B CR MA D th Ave 12th St 17th St U B CR MA D th Ave 17th St S. VB City L U B CR MA D th Ave S. VB City L S.R U B CR MA D th Ave 17th St S.R U C CI COL D th Ave S.R. 60 Royal Palm Blvd U C CI COL D 20 th AVE S. County Line 17 TH St. SW U C CR LOC D th Ave 17th St. SW Oslo Rd U C CR LOC D th Ave Oslo Rd. 4th St U C CR LOC D th Ave 4th St 8th St U C CR LOC D th Ave 8th St 12th St U C CR LOC D th Ave 12th St S. VB City L D B CR MA D th Ave S. VB City L 16th St D B CR MA D th Ave 16th St S.R D B CR MA D th Ave S.R. 60 Atlantic Blvd U B CR MA D rd Ave S. County Line Oslo Rd U B CR COL D rd Ave Oslo Rd 4th St U B CR COL D rd Ave 4th St 8th St U B CR COL D rd Ave 8th St 12th St U B CR COL D rd Ave 12th St 16th St U B CR MA D rd Ave 16th St S.R U C CR MA D rd Ave S.R th St U B CR MA D rd Ave 26th St 41st St U B CR COL D rd Ave 41st St 45th St U C CR COL D rd Ave 45th St 49th St U C CR COL D th Ave Oslo Rd 4th St U C CR COL D th Ave 4th St 8th St U C CR COL D th Ave 8th St 12th St U D CR COL D th Ave 12th St 16th St U B CR COL D th Ave 16th St S.R D B CR MA D th Ave S.R th St D B CR MA D Community Development Department Indian River County 70

75 Link ID No. of Exist On Street From Street To Street Length Lanes ROW Road Existing Type LOS Jurisdiction Functional Class LOS Standard th Ave 26th St 41st St U C CR MA D th Ave 41st St 45th St U C CR COL D th Ave 45th St 49th St U C CR COL D th Ave 49th St 53rd St U A CR COL D th Ave 53rd St 65th St U A CR COL D th Ave 65th St 69th St U A CR COL D th Ave 69th St C.R U B CR COL D th Ave Oslo Road 4th St U C CR COL D th Ave S.R th St U C CR COL D th Ave 26th St 41st St U A CR COL D th Ave 41st St 45th St U C CR COL D th Ave 45th St 53rd St U C CR COL D th Ave 53rd St 65th St U C CR COL D th Ave 65th St 69th St U C CR COL D th Ave 69th St C.R U C CR COL D nd Ave Oslo Rd 4th St U B CR COL D nd Ave 4th St 12th St U C CR COL D nd Ave 12th St S.R U C CR COL D nd Ave S.R th St D U B CR COL D th St 66th Ave U.S U B CR LOC D th St 82nd Ave 66th Ave U B CR COL D th St 66th Ave 58th Ave U A CR COL D th St 58th Ave Old Dixie Hwy U A CR COL D th St Old Dixie Hwy U.S U A CR COL D th St 66th Ave 58th Ave U A CR LOC D th St 58th Ave Old Dixie Hwy U A CR LOC D th St Old Dixie Hwy U.S U A CR LOC D th St 66th Ave 58th Ave U A CR LOC D th St 58th Ave 43rd Ave U C CR LOC D th St 43rd Ave Old Dixie Hwy U C CR LOC D th St Old Dixie Hwy U.S U C CR LOC D th St 66th Ave 58th Ave D U B CR COL D th St 58th Ave 43rd Ave D U C CR COL D th St 43rd Ave Old Dixie Hwy D U C CR COL D th St Old Dixie Hwy U.S D U B CR COL D Community Development Department Indian River County 71

76 Link ID No. of Exist On Street From Street To Street Length Lanes ROW Road Existing Type LOS Jurisdiction Functional Class LOS Standard th St U.S. 1 Indian River Blvd D U B CR COL D st St 66th Ave 58th Ave U B CR COL D st St 58th Ave 43rd Ave U B CR COL D st St 43rd Ave Old Dixie Hwy U B CR COL D st St Old Dixie Hwy U.S U B CR COL D st St U.S. 1 Indian River Blvd U B CR COL D th St U.S.1 Indian River Blvd D U B CR COL D th St 74th Ave 66th Ave U B CR LOC D th St 66th Ave 58th Ave U B CR LOC D th St 58th Ave 43rd Ave U B CR LOC D th St 43rd Ave 27th Ave U B CR LOC D th St U.S. 1 Country Club Drive U B CR LOC D th St 90th Ave 82nd Ave U C CR LOC D th St 66th Ave 58th Ave U C CR LOC D th St 58th Ave 43rd Ave U B CR LOC D th St 43rd Ave 27th Ave U B CR LOC D th St 27th Ave 20th Ave U B CR MA D th St 20th Ave Old Dixie Hwy U B CR MA D th St Old Dixie Hwy U.S U B CR MA D th St U.S. 1 Indian River Blvd U B CR MA D th St 82nd Ave 58th Ave U B CR COL D th St 58th Ave 43rd Ave U B CR COL D th St 43rd Ave 27th Ave U B CR COL D th St 27th Ave 20th Ave U B CR COL D th St 20th Ave Old Dixie Hwy U B CR COL D th St Old Dixie Hwy U.S U B CR COL D 5610 Fred Tuerk Dr A1A W of Coconut Dr U A CI COL D 5710 Winter Beach Rd A1A Jungle Trail U A CR COL D 5805 Atlantic Blvd S.R th Ave U A CI COL D 5810 Atlantic Blvd 27th Avenue 20th Avenue U A CI COL D 5820 Atlantic Blvd 20th Avenue U.S U B CI COL D 5910 Aviation Blvd U.S. 1 27th Avenue U A CI COL D 6010 Royal Palm Blvd Royal Palm Pl Indian River Blvd U B CI COL D 6110 Royal Palm Pl U.S. 1 Indian River Blvd U B CI COL D rd St U.S. 1 Old Dixie Hwy N/A U B CR COL D Community Development Department Indian River County 72

77 Link ID No. of Exist On Street From Street To Street Length Lanes ROW Road Existing Type LOS Jurisdiction Functional Class LOS Standard th Ave Sr.60 8th Street N/A U C CR COL D 9010 C.R. 507 S. Carolina County Line N/A U C CR COL D th Ave Oslo Rd Landfill N/A U C CR LOC D st Street SW 27th Ave 43rd Ave N/A U C CR LOC D st Street SW 43rd Ave 58th Ave N/A U C CR LOC D st Street U.S.1 Old Dixie N/A U C CR LOC D 9050 Highlands Dr. 6th Ave SW Old Dixie N/A U C CR COL D 9055 Highlands Dr. Old Dixie U.S N/A U D CR COL D th Ln. SW. 27th Ave SW Highlands Dr. SW N/A U C CR LOC D th Ln. SW Highlands Dr. SW 6th Ave SW N/A U C CR LOC D 9080 C.R. 512 S.R. 60 Fellsmere City Limits N/A U C CR COL D 9085 I.R. Drive North U.S.1 Main Street N/A U C CR COL D 9090 I.R. Drive South U.S.1 Main Street N/A U C CR COL D 9110 Englar Dr Barber St George St N/A U C CI COL D 9120 Englar Dr George St Schumann Dr N/A U C CI COL D 9130 Fleming St Easy St C.R N/A U C CI COL D 9140 Fleming St C.R. 512 Main St N/A U C CI COL D 9150 Main St Fleming St Wimbrow N/A U C CI COL D 9160 Main St U.S. 1 Fleming St N/A U D CI COL D 9170 Barber St U.S. 1 Schumann Dr N/A U C CI COL D 9180 Barber St Schumann Dr Englar Dr N/A U D CI COL D 9190 Barber St Englar Dr C.R N/A U C CI COL D 9195 Barber St C.R. 512 Wimbrow N/A U C CI COL D 9200 Ocean Dr Greytwig Beachland N/A U C CI COL D 9210 Ocean Dr Beachland Riomar N/A U C CI COL D st St Indian River Blvd U.S N/A U D CI COL D st St U.S. 1 20th Avenue N/A U D CI COL D rd St 20th Avenue U.S N/A U C CI COL D rd St U.S. 1 Royal Palm Blvd N/A U D CI COL D th Ave Old Dixie Hwy 16th Street N/A U C CI COL D th Ave 16th Street S.R N/A U C CI COL D th Ave S.R. 60 U.S N/A U C CI COL D 9290 Victory Atlantic Cordova N/A U C CI COL D 9300 Victory Cordova 20th Avenue N/A U C CI COL D th Street SW 27th Ave 43rd Ave U C CR COL D Community Development Department Indian River County 73

78 Link ID No. of Exist On Street From Street To Street Length Lanes ROW Road Existing Type LOS Jurisdiction Functional Class LOS Standard th Street SW 20th Ave 27th Ave U C CR COL D 9975 S.R. 60 S.R. A1A Ocean Dr N/A D C CI COL D Source Indian River County Table Needs Plan Improvements On Street From To 2010 Road Type SIS Roads I-95 S. County Line N. County Line 4F 6F S.R th Ave I-95 4D 6D State Roads S.R. 60 I-95 82nd Ave 4D 6D S.R. 60 6th Ave Indian River Blvd 4D 6D U.S. 1 S. County Line Oslo Rd 4D 6D U.S. 1 Aviation Blvd Old Dixie Hwy (N) 4D 6D U.S. 1 Roseland Rd N. County Line 4D 6D County Roads 4th St 98 th Ave 66th Ave 00 2U 12th St 90 th Ave 66th Ave 00 2U 12th St 43rd Ave 27th Ave 2U 2D 13th St SW 66 th Ave 58th Ave 00 2U 13th St SW 43rd Ave 34th Ave 00 2U 13th St SW 34 th Ave 27th Ave 00 2U 13th St SW 27 th Ave 20th Ave 00 2U 17th St SW 66 th Ave 58th Ave 00 2U 26th St 66 th Ave 43rd Ave 2U 4D 26th St 82nd Ave 74th Ave 00 2U Aviation Blvd 43rd Ave U.S. 1 2U 4D 27th Ave S. County Line Oslo Rd 2U 4D 27th Ave Oslo Rd S.R. 60 2U 4D 43rd Ave S County Line Oslo Rd 2U 4D 43rd Ave Oslo Rd 8th St 2U 4D 53rd St 82nd Ave 66th Ave 00 2U 58th Ave S County Line/Koblegard Rd Oslo Rd 2U 4D 66th Ave S County Line Oslo Rd 00 2U 66th Ave Oslo Rd 4th St 2U 4D 66th Ave 4th St SR 60 2D 4D 66th Ave SR 60 C.R U 4D 82nd Ave S County Line Oslo Rd 00 2U 82nd Ave 26 th St C.R U C.R. 510 C.R. 512 U.S. 1 2U 4D C.R. 510 U.S. 1 ICWW 2U 4D C.R. 512 Fellsmere City Limits I-95 2U 4D 2030 Needs Road Type Community Development Department Indian River County 74

79 On Street From To 2010 Road Type C.R. 512 I-95 C.R D 6D C.R. 512 C.R. 510 Roseland Rd 4D 6D 8th St 82nd Ave 74th Ave 00 2U Indian River Blvd Royal Palm 37th St 4D 6D Oslo Rd I-95 58th Ave 2U 4D Roseland Rd C.R. 512 U.S. 1 2U 2D Schumann Dr C.R. 510 Barber St 2U 4D Other Roads Barber St Schumann Dr U.S. 1 2U 4D Barber St C.R. 512 Schumann Dr 2U 4D Fleming St Easy St Schumann Dr 00 2U Source: Indian River County MPO 2030 Needs Road Type Hurricane Evacuation As indicated in the existing conditions section of this element, the existing hurricane evacuation system in the County is adequate. With the recent replacement of the Merrill Barber Bridge, the roadway evacuation system has been further improved, and travel and delay time have been enhanced. Hurricane evacuation studies indicate that the hurricane evacuation system will continue to be adequate through Generally, a clearance time of 12 hours is considered acceptable for hurricane evacuation, although the lower the time the better. Besides the Regional Planning Council s hurricane evacuation studies, other analyses have addressed future year evacuation needs. As a component of the SR AIA Corridor Study, future evacuation conditions for the County s south barrier island were analyzed using buildout conditions and conservative assumptions. That study determined that, with one recommended improvement, evacuation clearance times will be acceptable in the future. That improvement is adding one lane on SR AIA from Seagull Dr. to 17 th St. (Causeway Boulevard). In addition, a Wabasso Causeway Study determined that north barrier island evacuation times will be acceptable at buildout without any major roadway improvements. The focus of that study was the causeway, itself, and the analysis indicated that the causeway would not need improvement by There are several reasons why hurricane evacuation clearance times will remain adequate through Most of these reasons are land use related. First, the barrier island portion of the City of Vero Beach is primarily built out; the Town of Indian River Shores is mostly built out, and the unincorporated south barrier island area is nearing build out. Second, the north portion of the barrier island is developing at much lower densities than allowed by the 1990 comprehensive plan. Not only are some large projects, like Community Development Department Indian River County 75

80 Windsor and the Town of Orchid, developing at only about one unit per acre, but the County, the state, and the federal government have purchased hundreds of acres on the north barrier island for conservation purposes. This land will have zero density. A third reason hurricane evacuation clearance times will remain adequate is that many of the new units to be constructed on the north barrier island will be in developments like Windsor and Orchid, which have a high number of seasonal residents. Many of these property owners will not be in residence nor contribute to the evacuation population during the peak hurricane season of late summer and early fall. The final reason that future hurricane evacuation clearance times will be adequate is that the Merrill Barber Bridge improvement provided significant additional evacuation capacity. As indicated, no specific roadway improvements are needed by 2025 to accommodate hurricane evacuation. One additional assurance that hurricane evacuation needs will not increase by 2025 is that the Future Land Use Element and the Coastal Management Element of this plan prohibit any increase in allowable density or intensity for land within the designated coastal high hazard area. These elements also prohibit nursing home type facilities in the coastal high hazard area. Together, these policy initiatives ensure that the at-risk evacuation population will not increase significantly and that evacuation facilities will remain adequate. Concurrency One of the most important issues with respect to the timing of transportation improvements is Concurrency. Concurrency is a principle established by the state's 1985 Local Government Comprehensive Planning and Land Development Regulation Act. According to the provisions of the Act, codified as Chapter of Florida Statutes, no local government may approve a development project unless the services and facilities needed to serve that project are available concurrently with the project's impacts. The Capital Improvements element of this plan establishes the County's concurrency management system. Of all the facilities subject to the concurrency requirement, transportation is the most important. It is transportation system deficiencies, more so than problems with other concurrency facilities, that have been responsible for delaying development projects throughout the state. Recently, the state changed the concurrency law to make the transportation concurrency requirements more flexible. Besides establishing several flexible transportation concurrency options applicable under certain conditions, it also modified the timeframe when development project required transportation facilities must be available to comply with the concurrency requirement. State law now allows development projects to be approved subject to the conditions that the necessary facilities needed to serve the new development are scheduled to be in place or under actual construction not more than three years after issuance of a certificate of occupancy or its functional equivalent as provided in the adopted local government five-year schedule of capital improvements. This concurrency allowance was considered by the Board of County Commissioners in At that time, the Board agreed to apply the concurrency rule more conservatively than allowed by Community Development Department Indian River County 76

81 the state. Instead of allowing development projects to be approved if the needed improvements will be in place no later than three years after issuance of the first certificate of occupancy (CO) for the project, the Board opted to apply a two year after CO requirement. That allowance was reflected in this element and in the Capital Improvements Element of the plan. Subsequently, the Board of County Commissioners revisited the concurrency issue and changed its policy. Consistent with state concurrency allowances, the Board opted for a three year period, instead of a two year period. Then in 2005, the legislative made another modification to state law, changing the three year trigger from certificate of occupancy to building permit. That change is now reflected in this element. Subdivision Collector Roadways Besides the capacity needs of the transportation system which are met by major roadways in the county, there is a need in some areas of the county to provide access ways which ensure a well designed local road pattern. To address this need, the county has established subdivision collector roadways. These roadways are usually private roadways, built by developers as a condition of development order issuance. While subdivision collectors are not major roads on the county s thoroughfare system, they do function at a higher level than regular local roads. Subdivision collectors are not funded with traffic impact fees, nor can traffic impact fee credit be given for their construction. As indicated in the existing conditions right of way section of this element, subdivision collector roadways require a minimum of 50' to 60' feet of right of way. Figure of this element depicts the county's proposed subdivision collector roadways. Critical Transportation Areas Throughout the County, there are "critical transportation areas" that need additional review to ensure that level of service standards will be maintained. These "critical transportation areas" are areas which have roadways that are currently operating at or above the county's minimum adopted level of service standard, but as future impending development occurs the roadway may operate below the established minimum level of service standard. These areas usually are experiencing recent rapid development and could have existing roadway physical constraints, such as drainage canals located alongside the roadway. A recent plan adopted by the MPO provides a method to identify these critical transportation areas. Required by state law, the MPO s Congestion Management Plan includes a set of prioritization criteria, which will identify critical transportation areas. Once the critical transportation area roadways have been identified, they will be analyzed using the system level and corridor level criteria in the plan. As structured, the congestion management system described in the MPO s CMS Plan will be implemented on an annual basis by MPO staff. The result of the MPO CMS analysis will be a set of proposed improvement projects to address the congestion problems on critical Community Development Department Indian River County 77

82 Community Development Department Indian River County 78

83 Figure 4.10 Community Development Department Indian River County 79

84 transportation area roadways. These proposed improvements will then be programmed for implementation. Since the CMS program is an efficient way to address critical transportation issues, it is important that the County coordinate with the MPO in this process. That coordination will include participating in the CMS analysis as well as programming recommended improvements with county transportation funds where warranted. Neighborhood Impacts and Aesthetics Roadways have a strong relationship with the areas surrounding them. While neighborhoods may use a roadway as a gathering place and as a means of travel, the roadway may also act as a noisy barrier, dividing neighbors. If properly planned, however, roadways may save as attractive corridors promoting a community's identity. For those reasons, it is important to ensure that new roadways and expansion of existing roadways least impact existing residential neighborhoods. Public involvement activities, consideration of alternatives to roadway widening such as development of parallel or adjacent facilities, and reliance on the county's grid-pattern road system with many alternatives for travel make it possible to ensure compatibility between roadways and land use. While actions are being taken to ensure neighborhood compatibility and aesthetic appeal of roadway improvements, population and commercial development along major roadways will continue to increase. Recently, Indian River County enacted measures and programmed roadway improvements that are designed to make roadways aesthetically pleasing and compatible with surrounding land uses. In the future, additional corridor specific plans and policies must be developed and maintained to continue to preserve and enhance the attractiveness and compatibility of the county's thoroughfares. Base Revenues ` Table 4.8A Capital Revenues by Planning Horizon (* 1,000) Funding Source 2020 Revenues (* 1,000) 2030 Revenues (* 1,000) Strategic Intermodal System $109,919 $112,463 State Revenues $24,569 $48,659 Impact Fee Revenues (Base) $118,060 $204,532 1st Local Option Gas Tax $23,151 $41,914 9th Cent (Diesel) Gas Tax $1,428 $2,585 Local Option Sales Tax ( ) $36,025 $36,025 Transit Revenues $13,940 $28,258 Bicycle/Pedestrian Revenues $2,967 $5,935 Total Base Funding $330,059 $480,369 Impact Fees (Enhanced) $30,823 $94,895 2nd Local Option Gas Tax $20,980 $37,982 Sales Tax (2021 to 2030) $0 $43,331 Total Enhanced Funding $51,802 $176,208 Total Cost Affordable Plan Funding $381,861 $656,578 Source: Indian River County MPO Community Development Department Indian River County 80

85 Mode of Travel Table 4.8B Operating & Maintenance Revenues by Planning Horizon (* 1,000) Revenue (*1000) ( ) All Modes ( ) All Modes Costs (*1000) Percentage of Total Cost Differe Revenue nce (*1000) (*1000) Costs (*1000) Percentage of Total Cost Difference (*1000) Roads (1) $102,394 $102, % $0 $215,058 $215, % $0 Public Transportation (2) $13,066 $13, % $0 $36,660 $36, % $0 Total $115,460 $115, % $0 $251,718 $251, % $0 (1) Roads, bike, and pedestrian operating and maintenance costs are funded with gas tax revenues; costs balanced to revenues. (2) Public Transportation includes $1.1 million in local gas tax revenues to balance and match capital costs and $2.8 million in local gas tax revenues to balance operating and maintenance costs for Public Transportation includes $1.9 million in local gas tax revenues to balance and match capital costs and $15.8 million in local gas tax revenues to balance operating and maintenance costs for Source: Indian River County MPO Table Improvements & Needed Right-of-Way Link ID On Street From Street To Street Length No. of Lanes Road Type Jurisdiction Functional Class LOS Exist ROW Needed ROW Improvements by S.R. A1A S. County Line S. VB City L U SR MA D S.R. A1A S. VB City L 17th St D SR MA D S.R. A1A 17th St S.R D SR MA D S.R. A1A S.R. 60 N. VB City L D SR MA D S.R. A1A N. VB City L Fred Tuerk Rd D SR MA D S.R. A1A Fred Tuerk Rd Old Winter Bch Rd U SR MA D S.R. A1A Old Winter Bch Rd N. IRS L U SR MA D S.R. A1A N. IRS L C.R U SR MA D S.R. A1A C.R. 510 N. County Line U SR MA D Indian River Bd. 4th US 1 12th St D CR MA D Indian River Bd. 8th St 12th St D CR MA D Indian River Bd. 12th St 17th St D CR MA D Indian River Bd. 17th St 20th St D CR MA D Indian River Bd. 20th St 21st St D CR MA D Indian River Bd. 21st St Royal Palm D CR MA D Indian River Bd. Royal Palm Mb Bridge D CR MA D Add 2 Lanes 1160 Indian River Bd. MB Bridge 37th St D CR MA D Add 2 Lanes 1170 Indian River Bd. 37th St. US St D CR MA D I-95 N. County Line C.R F SR I CB Add 2 Lanes 1220 I-95 C.R. 512 S.R F SR I CB Add 2 Lanes 1230 I-95 S.R. 60 Oslo Rd F SR I C Add 2 Lanes 1240 I-95 Oslo Rd S. County Line F SR I C Add 2 Lanes Community Development Department Indian River County 81

86 Link ID On Street From Street To Street Length No. of Lanes Road Type Jurisdiction Functional Class LOS Exist ROW Needed ROW Improvements by U.S. 1 S. County Line Oslo Rd D SR PA D Add 2 Lanes 1310 U.S. 1 Oslo Rd 4th IR Blvd D SR PA D Add 2 Lanes 1315 U.S. 1 4th IR Blvd 8th St D SR PA D U.S. 1 8th St 12th St D SR PA D U.S. 1 12th St S. VB City L D SR PA D U.S. 1 S. VB City L 17th St D SR PA D U.S. 1 17th St S.R D SR PA D U.S. 1 S.R. 60 Royal Palm Pl D SR PA D U.S. 1 Royal Palm Pl Atlantic Blvd D SR PA D U.S. 1 Atlantic Blvd 37th St D SR PA D Add 2 Lanes 1355 U.S. 1 37th St. Old Dixie Hwy D SR PA D Add 2 Lanes 1360 U.S. 1 Old Dixie Hwy 41st St D SR PA D Add 2 Lanes 1365 U.S. 1 41st St 45th St D SR PA D Add 2 Lanes 1370 U.S. 1 45th St 49th St D SR PA D Add 2 Lanes 1375 U.S. 1 49th St 65th St D SR PA D U.S. 1 65th St 69th St D SR PA D U.S. 1 69th St Old Dixie Hwy D SR PA D U.S. 1 Old Dixie Hwy Schumann Dr D SR PA D U.S. 1 Schumann Dr C.R D SR PA D U.S. 1 C.R. 512 N. Seb City L D SR PA D U.S. 1 N. Seb City L Roseland Rd D SR PA D Add 2 Lanes Add 2 Lanes Add 2 Lanes 1410 U.S. 1 Roseland Rd N. County Line D SR PA D Add 2 Lanes 1510 Schumann Dr C.R. 66th Ave Barber St U CR MA D Add 2 Lanes 1515 Schumann Dr Barber St Englar Dr U CI COL D Schumann Dr Englar Dr U.S U CI COL D Roseland Rd C.R. 512 N. Seb City L U CR COL D Roseland Rd N. Seb City L U.S U CR COL D C.R. 512 Fellsmere City Limits I U CR COL D Add 2 Lanes 1720 C.R. 512 I-95 C.R U CR COL D Add 2 Lanes 1730 C.R. 512 C.R. 510 Roseland Rd U CR COL D Add 2 Lanes 1740 C.R. 512 Roseland Rd Barber St D CR COL D C.R. 512 Barber St Fleming St D CR COL D C.R. 512 Fleming St Easy St D CR COL D C.R. 512 Easy St Delaware St D CR COL D C.R. 512 Delaware St U.S D CR COL D Community Development Department Indian River County 82

87 Link ID On Street From Street To Street Length No. of Lanes Road Type Jurisdiction Functional Class LOS Exist ROW Needed ROW Improvements by C.R. 510 C.R th St U CR COL D Add 2 Lanes 1810 C.R th St 66th Ave U CR COL D Add 2 Lanes 1820 C.R th Ave 58th Ave U CR COL D Add 2 Lanes 1830 C.R th Ave U.S U CR COL D Add 2 Lanes 1840 C.R. 510 U.S. 1 S.R. A1A U CR COL D S.R. 60 W. County Line C.R U SR PA CB Add 2 Lanes 1907 S.R. 60 C.R th Ave U SR PA CB Add 2 Lanes 1910 S.R th Ave I U SR PA D Add 4 Lanes 1915 S.R. 60 I-95 82nd Ave D SR PA D Add 2 Lanes 1920 S.R nd Ave 66th Ave D SR PA D Add 2 Lanes 1925 S.R th Ave 58th Ave D SR PA D S.R th Ave 43rd Ave D SR PA D S.R rd Ave 27th Ave D SR PA D S.R th Ave W. of 20th Ave D SR PA D S.R. 60 (EB) W. Of 20th Ave Old Dixie Hwy O SR PA D S.R. 60 (EB) Old Dixie Hwy 10th Ave O SR PA D S.R. 60 (EB) 10th Ave U.S O SR PA D S.R. 60 (EB) U.S. 1 W. of 6th Ave O SR PA D S.R. 60 W. of 6th Ave Indian River Blvd D SR MA D S.R. 60 Indian River Blvd ICWW D SR MA D S.R. 60 ICWW S.R. A1A D SR MA D S.R. 60 (WB) W. Of 20th Ave Old Dixie Hwy O SR PA D N/A N/A 1980 S.R. 60 (WB) Old Dixie Hwy 10th Ave O SR PA D N/A N/A 1985 S.R. 60 (WB) 10th Ave U.S O SR PA D N/A N/A 1990 S.R. 60 (WB) U.S. 1 W. of 6th Ave O SR PA D N/A N/A 16th St 90th Ave 66th Ave N/A CR MA N/A New 2 Lanes th St 58th Ave 43rd Ave U CR MA D th St 43rd Ave 27th Ave U CR MA D th St 27th Ave 20th Ave U CR MA D th St 20th Ave Old Dixie Hwy U CR MA D th/17th St Old Dixie Hwy U.S D CR MA D th St U.S. 1 Indian River Blvd D CR MA D th St Indian River Blvd S.R. A1A D CR MA D th St 90th Ave 82nd Ave U CR MA D N/A 100 New 2 Lanes th St 82nd Avenue 58th Ave U CR MA D th St 58th Ave 43rd Ave U CR MA D Community Development Department Indian River County 83

88 Link ID On Street From Street To Street Length No. of Lanes Road Type Jurisdiction Functional Class LOS Exist ROW Needed ROW Improvements by th St 43rd Ave 27th Ave U CR MA D th St 27th Ave 20th Ave U CR MA D th St 20th Ave Old Dixie Hwy U CR MA D th St Old Dixie Hwy U.S U CR MA D th St U.S. 1 IR Blvd U CR MA D D D 2305 Old Dixie Hwy S. County Line Oslo Rd U CR COL D Old Dixie Hwy Oslo Rd 4th St U CR MA D Old Dixie Hwy 4th St 8th St U CR MA D Old Dixie Hwy 8th St 12th St U CR MA D Old Dixie Hwy 12th St S. VB City L U CR MA D Old Dixie Hwy S. VB City L 16th St U CR MA D Old Dixie Hwy 16th St S.R U CR MA D Old Dixie Hwy U.S. 1 41st Ave U CR MA D D D 2345 Old Dixie Hwy 41st St 45th St U CR COL D Old Dixie Hwy 45th St 49th St U CR COL D Old Dixie Hwy 49th St 65th St U CR COL D Old Dixie Hwy 65th St 69th St U CR COL D Old Dixie Hwy 69th St C.R U CR COL D th Ave S. County Line Oslo Rd U CR COL D Add 2 Lanes th Ave Oslo Rd 4th St U CR MA D Add 2 Lanes th Ave 4th St 8th St U CR MA D Add 2 Lanes th Ave 8th St 12th St U CR MA D Add 2 Lanes th Ave 12th St S. VB City L U CR MA D Add 2 Lanes th Ave S. VB City L 16th St U CR MA D Add 2 Lanes th Ave 16th St S.R U CR MA D Add 2 Lanes th Ave S.R. 60 Atlantic Blvd U CR MA D th Ave Atlantic Blvd Aviation Blvd U CR MA D Oslo Rd I-95 82nd Avenue U CR COL D Add 2 Lanes 2530 Oslo Rd 82nd Ave 58th Ave U CR COL D Add 2 Lanes 2540 Oslo Rd 58th Ave 43rd Ave U CR COL D Add 2 Lanes 2550 Oslo Rd 43rd Ave 27th Ave U CR COL D Add 2 Lanes 2560 Oslo Rd 27th Ave 20th Ave U CR MA D Add 2 Lanes 2570 Oslo Rd 20th Ave Old Dixie Hwy U CR MA D Add 2 Lanes 2580 Oslo Rd Old Dixie Hwy U.S D CR MA D th Ave 12th St 17th St U CR MA D th Ave 17th St S. VB City L U CR MA D Community Development Department Indian River County 84

89 Link ID On Street From Street To Street Length No. of Lanes Road Type Jurisdiction Functional Class LOS Exist ROW Needed ROW Improvements by th Ave S. VB City L S.R U CR MA D th Ave 17th St S.R U CI COL D 60 N/A th Ave S.R. 60 Royal Palm Blvd U CI COL D 60 N/A 20 th Ave S. County Line 17 th St. SW U CR COL D Add 1 Lane th Ave 17th St. SW Oslo Rd U CR LOC D th Ave Oslo Rd. 4th St U CR LOC D th Ave 4th St 8th St U CR LOC D th Ave 8th St 12th St U CR LOC D th Ave 12th St S. VB City L D CR MA D th Ave S. VB City L 16th St D CR MA D th Ave 16th St S.R D CR MA D th Ave S.R. 60 Atlantic Blvd U CR MA D 80 n/a rd Ave S. County Line Oslo Rd U CR COL D Add 2 Lanes rd Ave Oslo Rd 4th St U CR COL D Add 2 Lanes rd Ave 4th St 8th St U CR COL D Add 2 Lanes rd Ave 8th St 12th St U CR COL D Add 2 Lanes rd Ave 12th St 16th St U CR MA D Add 2 Lanes rd Ave 16th St S.R U CR MA D Add 2 Lanes rd Ave S.R th St U CR MA D Add 2 Lanes rd Ave 26th St 41st St U CR COL D rd Ave 41st St 45th St U CR COL D rd Ave 45th St 49th St U CR COL D th Ave Oslo Rd 4th St U CR COL D th Ave 4th St 8th St U CR COL D th Ave 8th St 12th St U CR COL D th Ave 12th St 16th St U CR COL D th Ave 16th St S.R D CR MA D th Ave S.R th St D CR MA D th Ave 26th St 41st St U CR MA D Add 2 Lanes th Ave 41st St 45th St U CR COL D Add 2 Lanes th Ave 45th St 49th St U CR COL D Add 2 Lanes th Ave 49th St 53rd St U CR COL D Add 2 Lanes th Ave 53rd St 65th St U CR COL D th Ave 65th St 69th St U CR COL D th Ave 69th St C.R U CR COL D th Ave St. Lucie County Line Oslo Rd U CR COL D N/A 136 New 2 Lanes Community Development Department Indian River County 85

90 Link ID On Street From Street To Street Length No. of Lanes Road Type Jurisdiction Functional Class LOS Exist ROW Needed ROW Improvements by th Ave Oslo Road 4th St U CR COL D Add 2 Lanes 66th Ave 4th St S.R N/A CR N/A N/A New 4 Lanes th Ave S.R th St U CR COL D Add 2 Lanes th Ave 26th St 41st St U CR COL D Add 2 Lanes th Ave 41st St 45th St U CR COL D Add 2 Lanes th Ave 45th St 53rd St U CR COL D Add 2 Lanes th Ave 53rd St 65th St U CR COL D Add 2 Lanes th Ave 65th St 69th St U CR COL D Add 2 Lanes th Ave 69th St C.R U CR COL D Add 2 Lanes nd Ave Oslo Rd 4th St U CR COL D nd Ave 4th St 12th St U CR COL D nd Ave 12th St S.R U CR COL D nd Ave S.R th St U CR COL D nd Ave 26th St CR N/A CR MA N/A New 2 Lanes th St 66th Ave U.S U CR LOC D th St 82nd Ave 66th Ave U CR COL D th St 66th Ave 58th Ave U CR COL D th St 58th Ave Old Dixie Hwy U CR COL D th St Old Dixie Hwy U.S U CR COL D th St 66th Ave 58th Ave U CR LOC D th St 58th Ave Old Dixie Hwy U CR LOC D th St Old Dixie Hwy U.S U CR LOC D th St 66th Ave 58th Ave U CR LOC D th St 58th Ave 43rd Ave U CR LOC D th St 43rd Ave Old Dixie Hwy U CR LOC D th St Old Dixie Hwy U.S U CR LOC D th St 66th Ave 58th Ave U CR COL D D th St 58th Ave 43rd Ave U CR COL D D th St 43rd Ave Old Dixie Hwy U CR COL D D th St Old Dixie Hwy U.S U CR COL D D th St U.S. 1 Indian River Blvd U CR COL D D st St 66th Ave 58th Ave U CR COL D st St 58th Ave 43rd Ave U CR COL D st St 43rd Ave Old Dixie Hwy U CR COL D st St Old Dixie Hwy U.S U CR COL D st St U.S. 1 Indian River Blvd U CR COL D Community Development Department Indian River County 86

91 Link ID On Street From Street To Street Length No. of Lanes Road Type Jurisdiction Functional Class LOS Exist ROW Needed ROW Improvements by th St U.S.1 Indian River Blvd U CR COL D D th St 82nd Ave 74th Ave U CR LOC D N/A 80 New 2 Lanes th St 74th Ave 66th Ave U CR LOC D th St 66th Ave 58th Ave U CR LOC D Add 2 Lanes th St 58th Ave 43rd Ave U CR LOC D Add 2 Lanes th St 43rd Ave 27th Ave U CR LOC D Add 2 Lanes th St U.S. 1 Country Club Drive U CR LOC D th St 90th Ave 82nd Ave U CR LOC D th St 82nd Ave 66th Ave N/A CR LOC N/A New 2 Lanes th St 66th Ave 58th Ave U CR LOC D th St 58th Ave 43rd Ave U CR LOC D th St 43rd Ave 27th Ave U CR LOC D th St 27th Ave 20th Ave U CR MA D th St 20th Ave Old Dixie Hwy U CR MA D th St Old Dixie Hwy U.S U CR MA D th St U.S. 1 Indian River Blvd U CR MA D th St 98th Ave 82nd Ave U CR COL D N/A 100 New 2 Lanes th St 82nd Ave 58th Ave U CR COL D th St 58th Ave 43rd Ave U CR COL D th St 43rd Ave 27th Ave U CR COL D th St 27th Ave 20th Ave U CR COL D th St 20th Ave Old Dixie Hwy U CR COL D th St Old Dixie Hwy U.S U CR COL D Fred Tuerk Dr A1A W of Coconut Dr U CI COL D 60 N/A 5710 Winter Beach Rd A1A Jungle Trail U CR COL D 60 N/A 5805 Atlantic Blvd S.R th Ave U CI COL D 60 N/A 5810 Atlantic Blvd 27th Avenue 20th Avenue U CI COL D 60 N/A 5820 Atlantic Blvd 20th Avenue U.S U CI COL D 60 N/A 5910 Aviation Blvd U.S. 1 27th Avenue U CI COL D Add 2 Lanes Aviation Blvd IR Blvd U.S U CR COL D N/A 130 New 4 Lanes 6010 Royal Palm Blvd Royal Palm Pl Indian River Blvd U CI COL D 60 N/A 6110 Royal Palm Pl U.S. 1 Indian River Blvd U CI COL D 60 N/A 53rd St 66th Ave Old Dixie Hwy N/A N/A N/A N/A New 4 Lanes rd St Old Dixie Hwy U.S U CR COL D Add 2 Lanes th Ave S.R.60 8th Street U CR COL D 9010 C.R. 507 S. Carolina County Line U CR COL D 80 Community Development Department Indian River County 87

92 Link ID On Street From Street To Street Length No. of Lanes Road Type Jurisdiction Functional Class LOS Exist ROW Needed ROW Improvements by th Ave Oslo Rd Landfill U CR LOC D st Street SW. 27th Ave 43rd Ave U CR LOC D st Street SW. 43rd Ave 58th Ave U CR LOC D st Street U.S.1 Old Dixie U CR LOC D 9050 Highlands Dr. 6 th Ave SW Old Dixie U CR COL D 9055 Highlands Dr. Old Dixie U.S U CR COL D th Ln. SW. 27th Ave SW Highlands Dr. SW U CR LOC D th Ln. SW. Highlands Dr. SW 6th Ave SW U CR LOC D 9080 C.R. 512 S.R. 60 Fellsmere City Limits U CR COL D 9085 I.R. Drive North U.S.1 Main Street U CR COL D 9090 I.R. Drive South U.S.1 Main Street U CR COL D 9110 Englar Dr Barber St George St U CI COL D 9120 Englar Dr George St Schumann Dr U CI COL D Fleming St U.S. 1 Easy St N/A CI COL N/A New 2 Lanes 9130 Fleming St Easy St C.R U CI COL D 9140 Fleming St C.R. 512 Main St U CI COL D 9150 Main St Fleming St Wimbrow U CI COL D 9160 Main St U.S. 1 Fleming St U CI COL D 9170 Barber St U.S. 1 Schumann Dr U CI COL D 162 Add 2 Lanes 9180 Barber St Schumann Dr Englar Dr U CI COL D 9190 Barber St Englar Dr C.R U CI COL D 9195 Barber St C.R. 512 Wimbrow U CI COL D 9200 Ocean Dr Greytwig Beachland U CI COL D 9210 Ocean Dr Beachland Riomar U CI COL D st St Indian River Blvd U.S U CI COL D st St U.S. 1 20th Avenue U CI COL D rd St 20th Avenue U.S U CI COL D rd St U.S. 1 Royal Palm Blvd U CI COL D th Ave Old Dixie Hwy 16th Street U CI COL D th Ave 16th Street S.R U CI COL D th Ave S.R. 60 U.S U CI COL D 9290 Victory Atlantic Cordova U CI COL D 9300 Victory Cordova 20th Avenue U CI COL D th Street SW 27th Ave 43rd Ave U CR COL D th Street SW 20th Ave 27th Ave U CR COL D S.R. 60 S.R. A1A Ocean Dr D CI COL D Community Development Department Indian River County 88

93 Link ID On Street From Street To Street Length No. of Lanes Road Type Jurisdiction Functional Class LOS Exist ROW Needed ROW Improvements by th St. SW 58th Ave 66th Ave U CR COL D N/A 80 New 2 Lanes 17th St. SW 58th Ave 66th Ave U CR COL D N/A 80 New 2 Lanes Source: Indian River County MPO Table Highway Evaluation Table 2000 Validation 2030 Cost Affordable Plan Total Lane Miles Vehicle Miles Traveled 3,240, ,178, Vehicle Hours Traveled 63, , Total Crashes Total Injuries Total Fatalities Total CO Emissions (kg) 32, , Total HC Emissions (kg) 4, , Total NO Emissions (kg) 4, , Fuel Use (gal) 300, , Congestion Delay (veh-hrs) 2, , Total Original Speed (mph) Total Congested Speed (mph) Source: Indian River County MPO Table Cost Affordable Projects Listing On Street From To Base Road Type Future Road Type Total Cost I-95 S. County Line N. County Line 4 Lane Freeway 6 Lane Freeway $109,919,000 SIS State Roads County Roads SR 60 98th Ave I-95 4 Lane Divided 6 Lane Divided $2,543,842 SIS Total $112,462,842 SR 60 I-95 82nd Ave 4 Lane Divided 6 Lane Divided $8,119,445 SR 60 6th Ave Indian River Blvd 4 Lane Divided 6 Lane Divided $1,864,758 US 1 S. County Line Oslo Rd 4 Lane Divided 6 Lane Divided $12,064,823 US 1 Aviation Blvd Old Dixie Hwy (N) 4 Lane Divided 6 Lane Divided $44,372,047 US 1 Roseland Rd N. County Line 4 Lane Divided 6 Lane Divided $5,255,518 Congestion Management System Projects ($500,000 Per Year) $10,000,000 Other State Roads Total $81,676,591 4th St 98th Ave 66th Ave 00 2 Lane Undivided $16,262,035 12th St 90th Ave 82nd Ave 00 2 Lane Undivided $3,781,786 12th St 43rd Ave 27th Ave 2 Lane Undivided 2 Lane Divided $2,854,618 13th St SW 66th Ave 58th Ave 00 2 Lane Undivided $4,041,388 13th St SW 43rd Ave 34th Ave 00 2 Lane Undivided $1,560,899 13th St SW 34th Ave 27th Ave 00 2 Lane Undivided $3,359,684 13th St SW 27th Ave 20th Ave 00 2 Lane Undivided $1,922,225 Community Development Department Indian River County 89

94 City Rds On Street From To Base Road Type Future Road Type Total Cost 17th St SW 66th Ave 58th Ave 00 2 Lane Undivided $4,019,519 26th St 66th Ave 43rd Ave 2 Lane Undivided 4 Lane Divided $13,006,154 26th St 82nd Ave 74th Ave 00 2 Lane Undivided $3,850,481 Aviation Blvd 43rd Ave U.S. 1 2 Lane Undivided 4 Lane Divided $8,537,828 27th Ave S. County Line Oslo Rd 2 Lane Undivided 4 Lane Divided $9,560,909 27th Ave Oslo Rd S.R Lane Undivided 2 Lane Divided $12,330,699 43rd Ave S County Line Oslo Rd 2 Lane Undivided 4 Lane Divided $12,974,563 43rd Ave Oslo Rd 8th St 2 Lane Undivided 2 Lane Divided $8,311,058 53rd St 82nd Ave 66th Ave 00 2 Lane Undivided $9,599,620 58th Ave S County Line/Koblegard Rd Oslo Rd 2 Lane Undivided 4 Lane Divided $11,850,325 66th Ave S County Line Oslo Rd 00 2 Lane Undivided $8,562,423 66th Ave Oslo Rd 4th St 2 Lane Undivided 4 Lane Divided $8,887,466 66th Ave 4th St SR 60 2 Lane Divided 4 Lane Divided $8,853,565 66th Ave SR 60 C.R Lane Undivided 4 Lane Divided $36,173,489 82nd Ave S County Line Oslo Rd 00 2 Lane Undivided $7,302,941 82nd Ave 26th St C.R Lane Undivided $28,174,165 Laconia St C.R. 510 C.R Lane Undivided $2,679,879 Aviation Blvd Ext U.S. 1 Indian River Blvd 00 4 Lane Divided $14,387,771 C.R. 510 C.R. 512 U.S. 1 2 Lane Undivided 4 Lane Divided $36,369,280 C.R. 510 U.S. 1 ICWW 2 Lane Undivided 4 Lane Divided $3,718,539 C.R. 512 Fellsmere City Limits I-95 2 Lane Undivided 4 Lane Divided $19,192,929 C.R. 512 I-95 C.R Lane Divided 6 Lane Divided $13,317,010 C.R. 512 C.R. 510 Roseland Rd 4 Lane Divided 6 Lane Divided $6,674,370 8th St 82nd Ave 74th Ave 00 2 Lane Undivided $3,955,196 Indian River Blvd Royal Palm 37th St 4 Lane Divided 6 Lane Divided $8,678,255 Oslo Rd I-95 58th Ave 2 Lane Undivided 4 Lane Divided $19,484,669 Roseland Rd C.R. 512 U.S. 1 2 Lane Undivided 2 Lane Divided $12,847,897 Schumann Dr C.R. 510 Barber St 2 Lane Undivided 4 Lane Divided $3,974,335 Congestion Management System Projects ($500,000 Per Year) $10,000,000 County Roads Total $381,057,970 Barber St Schumann Dr U.S. 1 2 Lane Undivided 2 Lane Divided $3,621,587 Barber St C.R. 512 Schumann Dr 2 Lane Undivided 2 Lane Divided $7,596,306 Fleming St Easy St Schumann Dr 00 2 Lane Undivided $4,838,861 Source: Indian River County MPO City Roads Total $16,056,754 Total $581,254,157 Community Development Department Indian River County 90

95 Table 4.9.4: Programmed Capital Improvement Projects Project FY 2006/07 FY 2007/08 FY 2008/09 FY 2009/10 FY 2010/11 Revenue Source CR 510 -East of Indian River & North A1A Turn Lanes $2,000,000 $0 $0 $0 $0 Traffic Impact Fees CR 510, East of US1, left turn at Wabasso Island lane, three lanes between Orchid and Jungle Trail (.5 miles) CR 510, Intercoastal Waterway Bridge (Transfer to FDOT) (1.5 miles) REPAIR $0 $400,000 $0 $0 $0 Traffic Impact Fees $0 $1,546,000 $1,546,000 $0 $0 Gas Tax CR st Drive to Indian River $2,500,000 $0 $8,465,911 $1,000,000 $0 Traffic Impact Fees CR st Drive to Indian River $1,500,000 $1,500,000 $1,500,000 $1,500,000 $0 Grants/TRIPs CR st Drive to Indian River $1,600,000 $0 $0 $0 $0 Gas Tax CR st Drive to Indian River $0 $0 $1,584,089 $0 $0 Developer Contributions CR 510, 75th Court to 61st Drive, four lanes (1.5 miles) $178,613 $0 $1,000,000 $421,387 $9,000,000 Traffic Impact Fees CR 510, 75th Court to 61st Drive, four lanes (1.5 miles) $0 $0 $0 $1,500,000 $0 Grants/TRIPs CR 510, 75th Court to 61st Drive, four lanes (1.5 miles) $0 $0 $100,000 $0 $0 Developer Contributions CR 510, 75th Court to 61st Drive, four lanes (1.5 miles) $800,000 $0 $0 $3,500,000 $0 Gas Tax CR 510, CR 512 to 75th Court, four lanes (4.5 miles) $1,500,000 $2,000,000 $17,590,000 $10,757,752 $0 Traffic Impact Fees CR 510, CR 512 to 75th Court, four lanes (4.5 miles) $0 $0 $100,000 $0 $0 Developer Contributions CR 510, CR 512 to 75th Court, four lanes (4.5 miles) $0 $0 $500,000 $9,242,248 $0 Gas Tax CR 512 Phase 3, Roseland Rd. to Sebastian Middle, 4 lanes (1.5 miles) $2,000,000 $0 $0 $0 $0 Grants/TRIPs CR 512 Phase 3, Roseland Rd. to Sebastian Middle, 4 lanes (1.5 miles) $8,340,623 $2,533,672 $0 $0 $0 Traffic Impact Fees CR 512 Phase 3, Roseland Rd. to Sebastian Middle, 4 lanes (1.5 miles) $125,705 $0 $0 $0 $0 Gas Tax CR 512 Phase 4, Sebastian Middle School to I-95, four lanes (2 miles) $3,000,000 $1,230,000 $0 $0 $0 Traffic Impact Fees CR 512 Phase 4, Sebastian Middle School to I-95, four lanes (2 miles) $270,000 $500,000 $0 $0 $0 Optional Sales Tax Old Dixie Hwy., 16th Street to 1st Street SW, three lanes (two miles) $150,000 $0 $0 $0 $0 Traffic Impact Fees Old Dixie Hwy., 16th Street to 1st Street SW, three lanes (two miles) $550,000 $0 $0 $0 $0 Gas Tax Oslo Road, 27th Avenue to 43rd Avenue, four lanes (1 mile) $3,000,000 $1,050,000 $0 $0 $0 Traffic Impact Fees Oslo Road, Old Dixie Hwy. to 27th Avenue, five lanes (2.5 miles) $4,945,704 $3,359,400 $0 $0 $0 Traffic Impact Fees Oslo Road, Old Dixie Hwy. to 27th Avenue, five lanes (2.5 miles) $0 $150,529 $0 $0 $0 Developer Contributions Oslo Road, Old Dixie Hwy. to 27th Avenue, five lanes (2.5 miles) $1,200,000 $0 $0 $0 $0 Gas Tax Oslo Road, Old Dixie Hwy. to 27th Avenue, five lanes (2.5 miles) $1,494,896 $0 $0 $0 $0 Optional Sales Tax Community Development Department Indian River County 91

96 Project FY 2006/07 FY 2007/08 FY 2008/09 FY 2009/10 FY 2010/11 Revenue Source Oslo Road, 27th Avenue to 43rd Avenue, four lanes (1 mile) $1,500,000 $0 $0 $0 $0 Gas Tax Oslo Road, 43rd Avenue to 58th Avenue, four lanes (1 mile) $300,000 $1,000,000 $0 $0 $0 Traffic Impact Fees Oslo Road, 43rd Avenue to 58th Avenue, four lanes (1 mile) $0 $0 $0 $0 $0 Gas Tax Oslo Road, 43rd Avenue to 58th Avenue, four lanes (1 mile) $900,000 $1,100,000 $0 $0 $0 Optional Sales Tax Oslo Road, 58th Avenue to 66th Avenue, four lanes (1 mile) $0 $0 $0 $0 $400,000 Traffic Impact Fees Powerline Rd., Barber St. to CR 510, in City of Sebastian, two lanes (.5 mile) $300,000 $300,000 $0 $0 $0 Gas Tax SR A1A Widening Castaway Boulevard to Moorings $445,000 $0 $0 $0 $0 Traffic Impact Fees SR A1A, 17th Street to Sea Gull, add two lanes $199,000 $1,801,000 $0 $0 $0 Traffic Impact Fees South SR A1A Left Turn Lane Not on design list $700,000 $0 $0 $0 $0 Traffic Impact Fees 12th Street, 82nd Avenue to 90th Avenue, two lanes (1 mile) $0 $0 $287,829 $1,000,000 $0 Optional Sales Tax 13th Street SW, 27th Avenue SW to 43rd Avenue SW, two lanes (1 miles) $112,691 $387,309 $0 $0 $0 Traffic Impact Fees 13th St. SW 43rd Ave to 58th Ave - Developer s bridge replacement 2011/12 13th St. SW 43rd Ave to 58th Ave - Developer s bridge replacement 2011/12 $1,000,000 $0 $0 $0 $0 Traffic Impact Fees $500,000 $0 $0 $0 $0 Developer Contributions 16th Street 14th Avenue to US 1 $600,000 $0 $0 $0 $0 Traffic Impact Fees 16th Street, 66th Avenue to 74th Avenue, two lanes (1 mile) $0 $1,500,000 $0 $0 $0 Gas Tax 16th Street, 66th Avenue to 74th Avenue, two lanes (1 mile) $0 $0 $0 $1,000,000 $0 Optional Sales Tax 16th Street, 74th Avenue to Pointe West, two lanes (.5 mile) $700,000 $0 $0 $0 $0 Traffic Impact Fees 16th Street 82nd Avenue to 90th Avenue $0 $0 $0 $0 $0 Gas Tax 17th Street SW 58th Avenue to 43rdth Avenue and 43rd to 27th $0 $0 $250,000 $250,000 $0 Developer Contributions 17th Street SW 58th Avenue to 43rdth Avenue and 43rd to 27th $250,000 $0 $0 $250,000 $0 Gas Tax 21st Street SW, 20th Avenue SW to 27th Avenue SW, two lanes (.5 mile) $285,107 $0 $0 $0 $0 Traffic Impact Fees 21st Street SW, 20th Avenue SW to 27th Avenue SW, two lanes (.5 mile) $214,893 $0 $0 $0 $0 Developer Contributions 26th Street, 43rd Avenue to 66th Avenue, four/five lanes (2 mile) $0 $0 $0 $0 $1,500,000 Traffic Impact Fees 26th Street, 74th Avenune to 82nd Avenue, two lanes $0 $750,000 $0 $0 $0 Gas Tax 26th Street, 43rd Avenue to US #1, four/five lanes (2 miles) $800,000 $400,000 $0 $0 $0 Traffic Impact Fees 33rd Street, West of 66th Avenue, two lanes (.25 mile) $150,000 $0 $0 $0 $0 Gas Tax Community Development Department Indian River County 92

97 Project FY 2006/07 FY 2007/08 FY 2008/09 FY 2009/10 FY 2010/11 Revenue Source 33rd Street, West of 66th Avenue, two lanes (.25 mile) $50,000 $0 $0 $0 $0 Developer Contributions 37th Street, 58th Avenue to 66th Avenue, two lanes (1 mile) $500,000 $200,000 $0 $0 $0 Gas Tax 41st Street, 43rd Avenue to US #1, three lanes (1 mile) $0 $2,250,000 $0 $0 $0 Traffic Impact Fees 41st Street, 43rd Avenue to US #1, three lanes (1 mile) $150,000 $0 $600,000 $0 $0 Gifford Rd Improv. Fund 41st Street, 58th Avenue to 43rd Avenue, three lanes (1 mile) $3,450,000 $1,000,000 $0 $0 $0 Traffic Impact Fees 41st Street, 58th Avenue to 43rd Avenue, three lanes (1 mile) $300,000 $0 $0 $0 $0 Gas Tax 41st Street, 58th Avenue to 43rd Avenue, three lanes (1 mile) $2,750,000 $0 $0 $0 $0 Gifford Rd Improv. Fund 45th Street Beautification $200,000 $0 $0 $0 $0 Gas Tax 53rd Street 58th Avenue to US 1, add four lanes $6,664,633 $0 $5,085,597 $219,770 $0 Traffic Impact Fees 53rd Street 58th Avenue to US 1, add four lanes $0 $0 $3,770,230 $0 $0 Developer Contributions 77th Street, 90th Avenue to 66th Avenue, two lanes (3 miles) $50,000 $0 $0 $0 $0 Traffic Impact Fees 81st Street, 66th Avenue to 58th Avenue, two lane (.5 mile) $0 $0 $400,000 $0 $0 Gas Tax 20th Avenue SW, 17th Street SW to 25th Street SW, two lanes (1 mile) $300,000 $400,000 $0 $0 $0 Gas Tax 27th Avenue, 5th St. SW to 13th St. SW, four lanes (2 miles) $0 $0 $0 $0 $3,000,000 Traffic Impact Fees 27th Avenue, 5th St. SW to 13th St. SW, four lanes (2 miles) $0 $0 $0 $2,000,000 $0 Developer Contributions 27th Avenue, 12th Street to 5th St. SW, four lanes (2 miles) $0 $0 $0 $0 $7,000,000 Gas Tax 43rd Avenue, 8th Street to 19th Street, four lanes (1 mile) $0 $1,250,000 $1,250,000 $6,500,000 $0 Traffic Impact Fees 43rd Avenue, 8th Street to Oslo Road, four lanes (2.5 miles) $567,094 $0 $0 $0 $1,000,000 Optional Sales Tax 43rd Avenue, 8th Street to Oslo Road, four lanes (2.5 miles) $2,432,906 $1,000,000 $3,000,000 $0 $0 Traffic Impact Fees 43rd Ave, Oslo Road to County Line 4 lanes $500,000 $500,000 $500,000 $500,000 $500,000 Traffic Impact Fees 43rd Avenue, 49th Street to 53rd Street, three lanes (.5 miles) $0 $0 $1,000,000 $0 $0 Gas Tax 58th Avenue, 26th Street to 53rd Street, four lanes (3 miles) $200,000 $0 $0 $3,000,000 $1,700,000 Traffic Impact Fees 58th Avenue, 26th Street to 53rd Street, four lanes (3 miles) $0 $0 $0 $100,000 $0 Developer Contributions 58th Avenue, 77th Street to 53rd Street, four lanes (3 miles) $0 $0 $0 $0 $2,867,831 Traffic Impact Fees 58th Avenue, 77th Street to 53rd Street, four lanes (3 miles) $0 $900,000 $0 $0 $0 Optional Sales Tax 58th Avenue, 77th Street to 53rd Street, four lanes (3 miles) $0 $0 $0 $0 $232,169 Developer Contributions 58th Avenue, CR 510 to 77th Street, four lanes (1 mile) $0 $0 $0 $0 $3,500,000 Optional Sales Tax 66th Ave, 4th Street to SR 60, add two lanes $1,300,000 $10,539,710 $0 $0 $0 Traffic Impact Fees Community Development Department Indian River County 93

98 Project FY 2006/07 FY 2007/08 FY 2008/09 FY 2009/10 FY 2010/11 Revenue Source 66th Ave, 4th Street to SR 60, add two lanes $660,000 $0 $0 $0 $0 Grants/TRIPs 66th Ave, 4th Street to SR 60, add two lanes $3,500,290 $0 $0 $0 $0 Gas Tax 66th Avenue,59th Street to SR 60, four lanes (6 miles) $0 $400,000 $0 $0 $5,000,000 Traffic Impact Fees 66th Avenue,59th Street to SR 60, four lanes (6 miles) $100,000 $1,500,000 $1,300,000 $750,000 $0 Optional Sales Tax 66th Avenue,59th Street to SR 60, four lanes (6 miles) $0 $0 $0 $0 $3,000,000 Gas Tax 66th Avenue from 77th St. to 59th Street $0 $500,000 $500,000 $0 $1,000,000 Traffic Impact Fees 66th Avenue - 77th Street to Barber St., four lanes, (2 miles) $300,000 $1,000,000 $0 $0 $760,000 Traffic Impact Fees 66th Avenue - 77th Street to Barber St., four lanes, (2 miles) $800,000 $0 $0 $0 $0 Gas Tax 66th Avenue - 77th Street to Barber St., four lanes, (2 miles) $0 $0 $2,000,000 $2,000,000 $0 Optional Sales Tax Traffic controllers $150,000 $0 $0 $0 $0 Gas Tax Traffic Fiber Optic $345,000 $0 $0 $0 $0 Gas Tax Traffic Fiber Optic $113,000 $0 $0 $0 $0 Optional Sales Tax Road Resurfacing $1,700,000 $0 $0 $0 $0 Gas Tax Road Resurfacing $0 $0 $0 $500,000 $0 Optional Sales Tax 74th Avenue, 12th Street to Oslo Road, two lanes (2.5 miles) $202,962 $0 $0 $0 $1,797,038 Traffic Impact Fees 74th Avenue, 77th Street to 26th Street, two lanes (5 miles) $200,000 $0 $0 $0 $0 Gas Tax 82nd Avenue, 77th Street to 26th Street, two lanes (5 miles) $0 $0 $0 $0 $2,000,000 Traffic Impact Fees 82nd Avenue, CR 510 to 77th Street, two lanes (1 mile) $0 $0 $0 $0 $700,000 Grants/TRIPs Misc. Intersections 12th Street/27th Avenue $200,000 $0 $0 $0 $0 Traffic Impact Fees Highland Drive/Old Dixie $100,000 $150,000 $0 $0 $0 Gas Tax 58th Avenue / SR 60 Intersection $5,000,000 $0 $4,684,807 $0 $0 Traffic Impact Fees 58th Avenue / SR 60 Intersection $900,000 $0 $0 $0 $0 Gas Tax 58th Avenue / SR 60 Intersection $292,597 $292,597 $0 $0 $0 Developer Contributions 43rd Avenue/SR 60-19th Street to 26th Street - 4 lanes $0 $702,329 $2,000,000 $1,800,000 $0 Traffic Impact Fees 43rd Avenue/SR 60-19th Street to 26th Street - 4 lanes $0 $0 $0 $9,700,000 $0 Gas Tax 43rd Avenue/SR 60-19th Street to 26th Street - 4 lanes $398,836 $398,836 $0 $0 $0 Developer Contributions 21st Street SW/43rd Avenue $100,000 $0 $150,000 $0 $0 Traffic Impact Fees Community Development Department Indian River County 94

99 Project FY 2006/07 FY 2007/08 FY 2008/09 FY 2009/10 FY 2010/11 Revenue Source 17th Street SW/43rd Avenue $0 $250,000 $0 $0 $0 Traffic Impact Fees 17th Street/A1A Intersection $900,000 $1,000,000 $0 $0 $0 Traffic Impact Fees 1st Street SW/43rd Avenue $500,000 $50,000 $0 $0 $0 Traffic Impact Fees 33rd Street/66th Avenue $300,000 $0 $0 $0 $0 Traffic Impact Fees 33rd Street/66th Avenue $300,000 $0 $0 $0 $0 Gas Tax SR 60/ 90th Avenue Intersection $200,000 $0 $0 $0 $0 Gas Tax 4th Street/27th Avenue $500,000 $0 $0 $0 $0 Traffic Impact Fees Misc. Intersection Improvements $204,194 $300,000 $1,050,000 $300,000 $0 Optional Sales Tax 16th Street/20th Avenue $200,000 $0 $0 $0 $0 Traffic Impact Fees 43rd Ave. 3-lane and Bridge Replacements 5th Street and 43rd Avenue over S. Relief Canal 43rd Ave. 3-lane and Bridge Replacements 5th Street and 43rd Avenue over S. Relief Canal $0 $0 $0 $0 $0 Traffic Impact Fees $0 $0 $0 $0 $0 Optional Sales Tax 27th Avenue/16th Street $50,000 $75,000 $125,000 $0 $0 Traffic Impact Fees Indian River Boulevard/53rd Street $100,000 $0 $50,000 $0 $0 Traffic Impact Fees Misc. Right of Way Acquisition $494,896 $0 $0 $0 $1,000,000 Optional Sales Tax Misc. Right of Way Acquisition $0 $500,000 $500,000 $500,000 $0 Gas Tax Indian River Boulevard/45th Street $100,000 $0 $0 $0 $0 Traffic Impact Fees Indian River Boulevard/41st Street $100,000 $0 $0 $0 $0 Traffic Impact Fees Petition Paving 12 Ave. - 8th St. to 9th St. SW $200,000 $0 $0 $0 $0 Gas Tax 10th Ave. SW - 7th St. SW to 9th St. SW $0 $75,000 $0 $0 $0 Gas Tax Vero Lake Estates Paving Program $283,611 $500,000 $950,000 $300,000 $1,500,000 Optional Sales Tax Vero Lake Estates Paving Program $0 $1,412,591 $1,246,202 $1,896,202 $696,202 Gas Tax 13th St. SW - West of Grove S/D $50,000 $0 $0 $0 $0 Gas Tax 13th St. SW - 25th Ave to 31st Ave $100,000 $0 $0 $0 $0 Gas Tax 24th Ave. - 1st St SW to 4th St. $0 $0 $150,000 $0 $0 Gas Tax Roads East of U.S. 1 7 Miles $200,000 $200,000 $100,000 $0 $0 Optional Sales Tax 34 Ave. - 12th St. to 14th St. $0 $100,000 $0 $0 $0 Gas Tax Community Development Department Indian River County 95

100 Project FY 2006/07 FY 2007/08 FY 2008/09 FY 2009/10 FY 2010/11 Revenue Source 41st Ave. - 6th St. to 8th Street $0 $150,000 $0 $0 $0 Gas Tax Bridges 4 St/35 Av Canal $567,058 $0 $0 $0 $0 Optional Sales Tax 16th Street Bridge at Lateral A $0 $693,500 $0 $0 $0 Optional Sales Tax 5th St. SW/43rd Avenue Canal $377,403 $0 $0 $0 $0 Optional Sales Tax 5th St. SW/43rd Avenue Canal $0 $1,122,597 $0 $0 $0 Gas Tax 66th Avenue Widening Includes Bridges at 33,37,41,45,53,57, Approx. $1,500,000/bridge Also Replacing 3 Bridges at South end of 66th 82nd Avenue Over Lateral D Canal and 4th Street/82nd Ave. Intersection Widening 82nd Avenue Over Lateral D Canal and 4th Street/82nd Ave. Intersection Widening $300,000 $0 $0 $0 $0 Traffic Impact Fees $0 $1,209,307 $0 $0 $0 Optional Sales Tax $0 $0 $0 $2,440,693 $0 Gas Tax Old Dixie Hwy/SRC - included in 3 lane $0 $2,191,335 $0 $0 $0 Traffic Impact Fees Old Dixie Hwy/SRC - included in 3 lane $558,665 $0 $0 $0 $0 Optional Sales Tax Oslo Road/74 Avenue Canal $0 $0 $0 $0 $0 Gas Tax Oslo Road/74 Avenue Canal $0 $0 $0 $0 $0 Optional Sales Tax Bike Paths Indian River Drive - South $260,000 $0 $0 $0 $0 Grants/TRIPs Indian River Drive - North $260,000 $0 $0 $0 $0 Grants/TRIPs Misc. Sidewalk Program $567,495 $0 $0 $0 $0 Optional Sales Tax CR 512 $250,000 $0 $0 $0 $0 Grants/TRIPs Transportation TOTAL $87,012,871 $54,320,711 $63,335,665 $62,928,052 $49,153,240 Community Development Department Indian River County 96

101 Bicycle/Pedestrian System The Indian River County Metropolitan Planning Organization (MPO) Bicycle and Pedestrian Plan was completed in Using innovative bike/ped analysis methodologies, including a BLOS (Bicycle level of service) analysis technique and an interactive hazards analysis, that plan identified bike/ped needs throughout the MPO area. As structured, the MPO Bicycle/Pedestrian Plan includes a set of proposed improvements to meet the bike/ped needs of the MPO area. Improvements are proposed for both the municipalities and for the unincorporated county. The bicycle and pedestrian system improvements programmed by 2025 for the unincorporated county are shown in Figures 4.11A and 4.11B. These cost-feasible improvements are derived from the MPO plan and are based on priority rankings using the BLOS analysis. With the objective of providing a continuous bicycle system throughout the MPO area, that plan calls for five foot wide paved shoulders on each side of all collector and arterial roads where no major constraints exist. The plan also calls for a pedestrian system along the major roads. The ideal pedestrian improvement is a five foot wide sidewalk on each side of major roadways. Since the MPO Bicycle/Pedestrian Plan adequately addresses the county s major bicycle and pedestrian issues, the county should formally adopt all portions of the MPO plan that are applicable to the county. While that plan focuses on bike/ped facilities along major roadways, it does not address pedestrian circulation on local roads. With narrow pavement (20 to 22 feet) width, local roads without sidewalks constitute a safety problem even with their low design speeds. For that reason, the county should maintain its current requirement for sidewalks to be installed in new subdivisions with a density exceeding 3 units per acre. Consistent with the MPO s Bicycle/Pedestrian Plan, the County should continue to earmark at least $100,000 a year in 1 cent local option sales tax revenue for bike/ped improvements. In addition, the County should use available ISTEA/TEA-21 enhancement funds for bike/ped facility construction. Finally, the County should commit to incorporate bike/ped improvements in all roadway improvement projects when feasible. Aviation & Intermodal Elements Although there are no public, general aviation airports within the unincorporated area and, therefore, under County jurisdiction, there are private airports and airstrips. In addition, there are, within the unincorporated county, clear zones, height limitation zones, and noise impact zones associated with the municipal airports. The County must not only address those issues, but also address roadway access to the airports. For airports then, the County must maintain its airport zoning regulations which address airport height and noise impact on new development. As structured, the future land use map provides for compatible land uses in areas close to airports. Height requirements are incorporated within the airport zoning ordinance which should continue to be implemented and enforced. By programming the roadway improvements incorporated within this element, the County can ensure that adequate access to public use airports will be maintained. It is important that the County continue to coordinate with the municipal airports with respect to industrial development Community Development Department Indian River County 97

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104 on airport properties and encourage intermodal management of surface and water transportation within these facilities. In addition, the County should coordinate with the City of Vero Beach to attract a commuter airline to its airport. From a rail standpoint, it seems that the County will be little affected by high-speed rail. Currently, there are no scheduled stops in Indian River County on any of the proposed alignments for the train. More important is that the FEC and AMTRAK may come to agreement on passenger rail service along Florida s east coast. The State of Florida has committed funds to make improvements to the FEC rail line on the east coast of Florida in anticipation of a resumption in passenger rail service. These improvements may include a passenger rail station in Indian River County. However, financial pressures nationwide have curtailed AMTRAK expansion activities. With respect to both high-speed rail and passenger rail service, it is important that the County continue to coordinate with the MPO and support its activities on these matters in the event that either proposal becomes a reality. Transit Transit can serve two principal functions. One is providing transportation services to the transportation disadvantaged, while the other is mitigating roadway congestion by reducing single occupancy vehicle trips. The transportation disadvantaged function can involve both demand/response service and fired route service. Reducing congestion is primarily accomplished through a fixed route system. Through the Council on Aging (COA), the County has had a successful transportation disadvantaged program. As the County s Community Transportation Coordinator (CTC), the COA has brokered trips between purchasers of transportation disadvantaged service and providers of transportation services. At the same time, the COA has performed well as the principal provider in the transportation disadvantaged system. Since FY 93/94, the COA has also run the County s fixed route transit system. While increasing ridership each year since its establishment, the fixed route system still almost exclusively serves the transportation disadvantaged. As part of its transit planning activities, the County has prepared a Transit Development Plan and a Transportation Disadvantaged Service Plan. The County has also worked with the Council On Aging to develop a transit system marketing plan and to conduct focus group sessions with potential transit users. Based upon the results of those planning efforts, it appears unlikely that the County s fixed route system will be a viable alternative to the automobile for most County residents in the near future. Consequently, the fixed route system will not reduce roadway volumes nor serve as a congestion mitigation alternative. There are a variety of reasons for that. Among those reasons are the County s size, density, household income, lack of congestion, dispersed employment, and other characteristics. Without high parking costs, a lack of parking, and a fixed route system that serves a large geographic area with low headways and extended hours, fixed route transit will not be an alternative to the private automobile. Even where those Community Development Department Indian River County 100

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