This chapter, the terms and provisions contained herein, shall be known as the "Traffic Ordinance" of Indian River County, Florida.

(Ord. No. 90-16, § 1, 9-11-90)

It is the purpose and intent of this chapter to provide traffic and roadway regulations necessary to maintain the public health, safety and welfare of the citizens of Indian River County. It is further the intent of this chapter to establish procedures and standards consistent with the goals, objectives and policies of the adopted Comprehensive Plan for Indian River County.

(Ord. No. 90-16, § 1, 9-11-90)

The requirements set forth in this chapter shall be applicable to all land development activities in the unincorporated area of Indian River County.

(Ord. No. 90-16, § 1, 9-11-90)

The definitions used in this chapter are included in Chapter 901.

(Ord. No. 90-16, § 1, 9-11-90)

The Traffic Circulation Element of the Indian River County Comprehensive Plan and the Specific Thoroughfare Plan Road Right-of-Way Table (see Appendix) shall serve as the official standard for acquiring right-of-way, designing road improvements, designating traffic-control devices and determining access requirements, including frontage roads.

(Ord. No. 90-16, § 1, 9-11-90)

(1)

Maintain minimum service levels. No development order shall be approved for any project where the project traffic on any roadway segment combined with the existing volumes and committed volumes for that segment would reduce service levels below the following: a level of service "C" at all rural major intersections and on rural principal arterials and rural freeways during peak hour, peak season, and peak direction conditions; a level of service "D" on all other freeway, arterial and collector roadways and major intersections during peak hour, peak season, peak direction conditions.

(Ord. No. 90-16, § 1, 9-11-90)

(1)

Purpose.

(a)

The purpose of a traffic impact study is to identify the potential impacts of new development on the Indian River County transportation system and to provide information which will allow a concurrency determination to be made on each impacted segment. The traffic impact study will identify development traffic volumes on each impacted segment, identify those segments on which the adopted level of service cannot be maintained, include segment and intersection analysis and identify potential solutions for those segments and intersections on which the adopted level of service is not being met.

(2)

Intent.

(a)

The intent of this section is to define the requirements, procedures and methodology for the submission of a traffic impact study in Indian River County and to provide an equitable, consistent and systematic means of determining the future impact of proposed developments while maintaining the adopted service levels on all roadways.

(b)

Nothing contained in this section shall waive any requirement contained elsewhere in the Indian River County Code.

(3)

Definitions.

(a)

The definitions used in this section are included in Chapter 901.

(4)

Applicability.

(a)

The requirements, procedures and methodology for a traffic impact study contained in this section shall apply to all conceptual, initial and final development orders and concurrency determination applications in unincorporated Indian River County.

(b)

Any municipal jurisdiction within Indian River County opting to have development projects located within its municipal boundaries reviewed under the Indian River County Concurrency Management System for Transportation shall be required to follow the requirements, procedures, and methodology for the submission of a traffic impact study contained in this section.

(5)

Types of traffic impact studies.

(a)

Small project (0—399 daily trips).

1.

For projects generating less than four hundred (400) average daily trips, trips will be assigned by the director of public works or his designee.

2.

It will be the responsibility of the applicant or his engineer to determine and demonstrate to the director of public works that the small project will generate less than four hundred (400) average daily trips. A signed and sealed letter from the applicant's engineer documenting the appropriate trip generation rate(s) will suffice. Individual single-family residential development is excluded from this requirement.

(b)

Large project (400 daily trips or greater).

1.

A traffic impact study shall be required for every project generating four hundred (400) or greater average daily trips.

(c)

For developments of regional impact or Florida Quality Development projects, the analysis required by Indian River County for the purposes of determining concurrency and level of service compliance may be, at the director of public work's option, the same as the transportation methodology agreed on for preparing the application of development approval required by F.S. § 380.06(10). Otherwise, the required transportation analysis will be the same as that identified for a traffic impact study.

(6)

General requirements.

(a)

Where a traffic study is required for a large project, and prior to conducting a traffic study, the applicant's engineer is required to attend a traffic study methodology pre-application conference to discuss the traffic impact study requirements and to discuss the traffic impact study format as it pertains to the specific development project. Upon approval by the director of public works or his designee, a traffic study methodology pre-application conference may be conducted by telephone. The methodology pre-application meeting, conducted either in person or via telephone, shall be held within five (5) business days of a request for a methodology pre-application meeting made in writing or via email. Upon approval of the traffic study methodology, the county shall provide a signed and dated approved methodology to the applicants traffic engineer for use to submit the project into the TRC process.

(b)

Each traffic impact study must meet the following submission requirements in order to receive a determination of traffic impact study submission completeness.

1.

Three (3) copies of the completed traffic impact study shall be submitted to the county community development department as part of the post-TRC resubmittal to the community development department. Failure to submit a traffic impact study will result in the resubmittal being placed on hold until a traffic impact study is submitted.

2.

The format of the traffic impact study shall follow the report format identified in subsection 952.07(7), Format of Traffic Impact Study.

3.

The traffic impact study shall include a concurrency determination network form annotated with each impacted segment's average annual daily project traffic and peak hour, peak direction, peak season project traffic volumes.

4.

The traffic impact study shall include a concurrency determination network map illustrating each impacted segment's average annual daily project traffic and peak hour, peak direction and peak season project traffic volumes and associated levels of service.

5.

The traffic impact study shall be prepared under the responsible supervision and direction of, and be signed and sealed by a Florida-registered professional engineer whose area of practice is transportation engineering.

6.

The traffic impact study shall be reviewed in the same time frame allotted to the project development plan review process, county traffic engineering comments shall be provided to the engineer of record as part of the staff comment response letter provided by the community development department to the applicant.

(c)

The appeals process for a traffic impact study shall be governed by the procedure set forth in section 910.11, Appeals Process and Vested Rights Determination.

(d)

Site access proposed in a traffic impact study shall be consistent with the requirements identified in section 952.12, Access Control. The applicant or his engineer is required to provide a site access plan three (3) days prior to the traffic study methodology pre-application conference conducted in person or via telephone. The site access plan is subject to review and approval by the director of public works or his designee. This review will be made according to currently accepted traffic engineering principles.

(e)

Once a determination of traffic study submission completeness is made by the public works director or his designee, and the traffic impact study has been reviewed and accepted by the director of public works, the approved study shall be valid for as long as the concurrency review process is active for the specific development project being reviewed or one (1) year, whichever is longer.

(7)

Format of traffic impact study.

(a)

In order to simplify staff review, each large project traffic impact study shall follow the format defined below. Further definition and clarification of the items listed on the format may be found in subsequent Code sections. Figures and maps are to be used to the maximum extent possible.

1.

Traffic Impact Study Executive Summary;

2.

Title page;

3.

Letter of transmittal;

4.

Table of contents:

a.

List of figures;

b.

List of tables;

5.

Introduction (includes description and location of project, current and proposed zoning both address and map format, size of the project and any other pertinent information such as phasing and project build-out);

6.

Summary of pre-application conference and traffic impact study methodology;

7.

Inventory of existing conditions (includes listing of all segments within the study area, source of traffic count data, and identification of roadway characteristics);

8.

Trip generation methodology (including daily and peak hour volumes);

9.

Percent new trips;

10.

Internal capture (used for mixed use projects only);

11.

Traffic distribution and assignment methodology;

12.

Area of influence shall consist of those roadway segments assigned eight (8) or more project peak season/peak hour/peak direction trips for a two-lane roadway or fifteen (15) or more project peak season/peak hour/peak direction trips for a four-lane (or wider) roadway (known as "significant" links or segments) that lie within an eight-mile radius of the project;

13.

Impacted segments traffic volumes;

14.

Internal site circulation and access needs;

15.

Intersection analysis (required at collector and arterial intersections on significant links, where links are operating at eighty (80) percent or greater of Level-of-Service "D" and an approach link assigned eight (8) or more project peak season/peak hour/peak direction trips for a two-lane roadway or fifteen (15) or more project peak season/peak hour/peak direction trips for a four-lane (or wider) roadway);

16.

Segment analysis (optional traffic study of impacted segments which will operate below FDOT adopted capacity);

17.

Roadway needs (identification of proposed improvements and cost);

18.

Appendix (as applicable to the specific traffic impact study):

a.

Methodology agreements;

b.

Traffic count worksheets;

c.

Trip generation, internal and adjacent street capture worksheets;

d.

Trip distribution and assignment worksheets;

e.

Computerized travel time study printouts;

f.

Intersection capacity analysis using the latest highway capacity analysis "Highway Capacity Manual" and worksheets accepted by the public works director or his designee;

g.

Link analysis/computerized modeling (if performed);

h.

Other analysis worksheets.

(8)

Traffic study methodology pre-application conference.

(a)

The purpose of the mandatory traffic study methodology pre-application conference is to provide guidance and direction to the applicant or his engineer concerning the approved methodology for conducting the traffic study. The applicant's traffic engineer shall provide a preliminary traffic study methodology three (3) days prior to the pre-application conference conducted in person or by telephone. Upon approval of the traffic study methodology by the public works director, the county shall provide a signed and dated approved methodology to the applicant's traffic engineer for use to submit the project into the TRC process.

(b)

At a minimum, the following topics shall be discussed and approved by the director of public works or his designee, obtained at the traffic study methodology pre-application conference:

1.

Site access and internal circulation plan;

2.

Format of the traffic impact study;

3.

Concurrency determination network form;

4.

Procedure to track the project's traffic will be defined;

5.

Availability and use of county data as identified in subsection 952.07(11) county data;

6.

Procedures for traffic counts, the location of current traffic count stations, and the identification of possible additional locations;

7.

Source of trip generation for project traffic;

8.

Selection of origin destination survey sites for determination of percent new trips factor;

9.

Traffic distribution and assignment technique and approach;

10.

Justification of internal capture factor if different than those presented in subsection 952.07(17)(b);

11.

Methodology and approach for intersection analysis;

12.

Methodology and approach for segment analysis.

(c)

Failure by the applicant or his engineer to discuss and obtain resolution to the above topics may result in disapproval of the traffic impact study or request for additional information.

(9)

Level of service standards.

(a)

The level of service used in traffic studies shall be consistent with the Indian River County Traffic Circulation Element.

1.

Level of service C shall be maintained on all rural major intersections and rural principal arterials and rural freeways during the peak hour, peak direction, peak season conditions.

2.

Level of service D or better shall be maintained on all other freeway, arterial, and collector roadways, and major intersections during the peak hour, peak direction, peak season conditions.

3.

For the purposes of the level of service as specified in subsections 1. and 2. above, the current FDOT generalized capacity tables will be used or where better data is available, the director of public works may adjust the segment capacity accordingly.

(b)

When two (2) roads of differing performance standards intersect and an intersection analysis is required, the lower level of service performance standard shall be the performance standard used to analyze the intersection.

(c)

Segment specific traffic capacity analysis.

1.

A project applicant may choose to conduct a segment specific traffic capacity analysis according to the procedures identified in subsection 952.07(20) and submit the results of the study to the director of public works for review.

2.

Upon review of the segment specific capacity analysis, the director of public works may approve a capacity higher than the FDOT generalized capacity or current segment capacity. The approved capacity from the segment specific analysis will be limited to the existing traffic plus vested traffic plus project traffic.

(d)

The following procedure will be used to track the project's traffic.

1.

Traffic attributable to the development will be tracked on all segments within the concurrency determination network and those segments extending out of the concurrency determination network that are within the project area of influence. Project radius of influence is limited to a maximum of eight (8) miles from project. A project area of influence consists of those roadway segments assigned eight (8) or more project peak season/peak hour/peak direction trips for a two-lane roadway or fifteen (15) or more project peak season/peak hour/peak direction trips for a four-lane (or wider) roadway.

2.

The percent new trips adjustment factor will not be used to reduce the number of trips assigned to the most directly accessed roadway segment and corresponding intersection on the concurrency determination network in the north, south, east and west cardinal directions. For all other impacted segments, the percent new trips adjustment factor may be applied to the trip rate to reduce the trips assigned to impacted segments.

3.

When a project's impacts are such that no roadways are impacted as defined in [subsection 952.07(9)(d)(1)] then the impact of the project traffic on the most directly accessed roadway segment and the closest intersection (signalized or non-signalized) on the concurrency determination network in the north, south, east and west cardinal directions, at minimum, shall be evaluated for ensuring the maintenance of the adopted level of service standard on those roadways.

4.

For the purposes of the transportation analysis, project traffic may be assigned only to those roadways and future roadways:

a.

Shown on the concurrency determination network; and

b.

Meeting the criteria established in subsection 910.09(4)(a) concurrency management system, transportation supply;

c.

Where an improvement based on a local government development agreement is relied upon to achieve the acceptable levels of service, default on any such agreement by any party other than Indian River County shall be identified as a basis for reconsideration and, if necessary, invalidation of the development order and certificate of concurrency for the development that has relied upon the improvement.

(10)

Count data.

(a)

The Indian River County Community Development and Public Works Departments shall maintain and update several sources of data. These data sources are described below.

1.

Traffic count data. Reliable traffic count data are not available on many of the functionally classified roadways. However, new traffic counts as well as traffic count data from approved traffic impact analyses will be used to update the traffic counts in the concurrency management database. It will be the responsibility of the applicant or engineer to obtain traffic count data on those links for which data are not currently available, or as specified during the pre-application meeting.

2.

Roadway characteristics inventory. A roadway characteristics inventory shall be maintained on each segment in the transportation links database. The features inventory will include road segment identification (name of street, state or county road number and termini), existing road and group type, jurisdictional responsibility, performance standard, length, right-of-way type and width, date of traffic count, counted volume, adjusted average daily volume, peak hour, peak direction, peak season volume, vested development volume, existing service level volume, future service level volume, and the segment specific available capacity. This inventory will be updated as new information becomes available and is approved by the director of public works.

3.

Socioeconomic database. A socioeconomic database shall be maintained by TAZ. This database shall contain pertinent characteristics about the single-family and multifamily population, dwelling units, vacancy rate, and auto ownership. Additionally, the SE database will maintain information on the number of commercial, service, industrial and total employment.

4.

Concurrency determination network map. A concurrency determination network map shall be maintained by the community development and public works departments that illustrates all roads on the Indian River County traffic impact study network. This map will include those road segments scheduled for completion within the first three (3) years of the FDOT, Indian River County, and local jurisdictions five-year capital improvement program, and those roads scheduled for completion within three (3) years that will be built pursuant to a local government development agreement. All future roads added to the map must be approved by the public works and community development department directors. Additionally, the map will illustrate those segments that are backlogged and/or constrained as well as those critical transportation segments which are projected to operate at ninety (90) percent of capacity with the inclusion of vested development.

5.

Traffic impact study file. The public works director shall maintain a file of approved traffic impact studies. The county shall provide information and data, when available, in order to prevent duplication of efforts and unnecessary costs. It will be the responsibility of the public works director to approve the use of data from a prior traffic impact study.

(11)

Procedures for traffic counts.

(a)

The concurrency management database shall maintain an inventory of all current traffic count locations and the most current peak hour, peak direction, peak season traffic count.

(b)

The number of traffic count locations required for a traffic impact study shall be determined by the number of segments impacted based on the project area of influence and the intersections required to be analyzed. The public works director shall have the authority to require additional traffic count locations besides those identified in the concurrency management database for a traffic impact analysis when such counts are necessary to more accurately determine the existing and future level of service on impacted segments.

(c)

The applicant or engineer may use available traffic count information for all impacted segments from the concurrency management database for a traffic impact study. If traffic count information is unavailable on an impacted segment, the applicant or engineer will be required to make a current traffic count according to the procedures identified in subsection 952.07(12)(e) and (f).

(d)

The applicant or engineer may use available traffic count information for all impacted segments from the concurrency management database for a traffic impact study upon obtaining approval from the director of public works. Generally, existing traffic count information may be used when it is less than one (1) year old from the date that the traffic study methodology is approved. If traffic count information is unavailable on an impacted segment, the applicant or engineer will be required to make a current traffic count according to the procedures identified in subsection 952.07(12)(e) and (f).

(e)

The applicant or his engineer shall provide segment traffic counts by direction as required by the director of public works. Directional counts shall be made for at least three (3) days and include the continuous seventy-two-hour period from 6:00 a.m. Tuesday to 8:00 p.m. Thursday. Legal holidays or other days as specified by the director of public works shall be excluded. Friday, weekend, or holiday counts may be required for churches and other land uses as determined by the director of public works. The data will include a summary of traffic count data by fifteen-minute increments with a.m., p.m. and other peak hours being highlighted as well as the peak hour to daily traffic ratio and peak hour directional split. All data will be subject to review and acceptance by the director of public works. This review will be based on currently accepted traffic engineering principles.

(f)

The applicant or his engineer shall provide turning movement counts as required by the director of public works. These turning movement counts shall be made from 7:00 a.m. to 9:00 a.m., 11:00 a.m. to 1:00 p.m., 3:00 p.m. to 6:00 p.m. or as otherwise specified by the director of public works. Legal holidays or other days as specified by the director of public works shall be excluded. Friday, weekend, or holiday turning movement counts may be required for churches and other land uses as determined by the director of public works. The data shall include a summary of traffic count data by fifteen-minute increments with a.m., p.m. and other peak hours being highlighted as well as the peak hour to daily traffic ratio and peak hour directional split. All data shall be subject to review and acceptance by the director of public works. This review shall be based on currently accepted traffic engineering principles.

(12)

Background traffic considerations.

(a)

For non-DRI size projects, the available capacity of each segment shall be provided by the county. The effect of the background traffic on each segment contained in the concurrency determination network will be considered through the combined impact of the existing development for which either an initial or final concurrency determination has been issued, and all segments where CO's have been issued but no updated traffic counts have been made since CO issuance. Therefore, only the impact of the development traffic shall be provided in the traffic impact study for the purposes of a concurrency determination for a non-DRI size project.

(b)

For DRI size projects, the procedure to estimate background traffic shall be defined at the DRI traffic methodology meeting and shall consider the impacts of all vested development, including development vested prior to September 1, 1990.

(13)

Trip generation.

(a)

Each traffic impact study shall list all land uses, applicable ITE land use code, size and/or dwelling units.

(b)

Allowable sources for trip generation rates for each land use listed in (a) above are identified below:

1.

The Institute of Transportation Engineers Trip Generation Manual, latest edition;

2.

The trip generation rate from a previously approved Indian River County traffic impact study of a similar land use as approved by the public works director or his designee;

3.

A site specific trip generation study of the same type or similar land use approved by the director of public works or his designee at the pre-application conference. Such site specific study shall be conducted at three (3) separate sites. The survey data shall be collected for at least five (5) days and include the continuous seventy-two-hour period between Tuesday, 6:00 a.m. to Thursday, 6:00 p.m. Legal holidays or other days specified by the director of public works shall be excluded. Alternative trip generation study times may be selected when it is determined by the public works director that collection of data at the above specified times will result in an unreasonable estimation of the trip generating characteristics of the studied land use. The data shall include a summary of traffic count data by fifteen-minute increments, average daily volume, volume during the a.m. and p.m. peak hours of the adjacent street, and peak hour of the generator, if different from the a.m. and p.m. peak hours of the adjacent street. The accuracy of the traffic counts shall be verified by performing manual counts and comparing them to machine count volumes twice daily; once in the a.m. and once in the p.m. for each day of the traffic counts. All data shall be subject to review based on currently accepted traffic engineering principles.

(14)

Percent new trips.

(a)

The percent new trips factor represents the percent by which the trip rate is multiplied in order to obtain only those trips that are added to the roadway by new development. Thus, those trips going to a new development that would have been on the roadway anyway and are included in the trip rate must be deducted from the total trips.

(b)

Each traffic impact study shall list all land uses, applicable ITE land use code, size, and/or number of dwelling units.

(c)

Allowable sources for the percent new trip factor for each land use identified in (b) above are listed below:

1.

The Institute of Transportation Engineers Trip Generation Manual, latest edition.

2.

Percent new trips factor from a previously approved study of a similar land use.

3.

A site specific origin/destination survey of an identical or similar land use as approved by the public works director.

a.

The origin/destination survey shall collect, at a minimum, the following information:

i.

Date;

ii.

Location;

iii.

Time of interview;

iv.

From where did the interviewee trip begin immediately prior to arriving? (1) home (2) work (3) retail (4) other;

v.

The city, area or zip code where the trip began;

vi.

The nearest intersecting streets closest to the location of where the trip began;

vii.

Transportation mode: (1) car (2) walk or bike (3) bus (4) taxi drop off;

viii.

Where the interviewee trip will end immediately upon leaving: (1) home (2) work (3) retail (4) other;

ix.

The nearest intersecting streets closest to final destination.

b.

The location at each origin and destination will be plotted graphically on a map and the trip lengths calculated. To determine whether the trip is to be considered a new trip, a rectangle will be drawn on the map in such a manner so as to locate the origin of the trip in one (1) corner and the destination of the trip in the opposite corner. If the interview location is outside the rectangle, the trip is considered to be a new trip and if the interview site is inside the rectangle, then the trip is not classified as a new trip. The percent new trips is computed by dividing the number of new trips by the total number of trips generated by the site.

c.

Copies of the original surveys and maps indicating trip ends will be submitted as part of the study. All data will be subject to review and acceptance by the director of public works. This review will be based on currently accepted traffic engineering principles.

(15)

Traffic distribution and assignment.

(a)

The distribution and assignment of project traffic shall be made in accordance with the following procedures and in conformity with accepted traffic engineering principles such as those documented in NCHRP Report 187, "Quick-Response Urban Travel Estimation Techniques and Transferable Parameters Users Guide."

1.

Use of gravity model as approved by the director of public works;

2.

Review of the socioeconomic database which illustrates pertinent characteristics about single-family and multifamily population, dwelling units, vacancy rate and auto ownership. Additionally, the SE database shall maintain information on the number of commercial, service, industrial, and total employment by TAZ. This information will assist in determining the characteristics surrounding a proposed project in terms of traffic assignment relative to general production and attraction attributes of the proposed development's TAZ, as well as TAZs surrounding the development. The socioeconomic database will assist in making assignments for the project that will be based upon accepted traffic engineering principles;

3.

Traffic assignment may also be based upon an approved traffic impact study of a similar land use within the TAZ of the project. Such use of a prior study must be justified, based upon sound traffic engineering principles and techniques and approved for use by the director of public works.

(b)

The director of public works shall make available a summary listing of all traffic impact studies within the TAZ of the project.

(c)

The traffic distribution and assignment technique must be presented by the applicant or engineer at the pre-application conference, and reviewed and approved by the director of public works. This review will be based on currently accepted traffic engineering principles.

(16)

Internal capture.

(a)

The use of an internal capture factor will be allowed for certain types and sizes of mixed use developments per the Institute of Transportation Engineers Trip Generation Manual and/or studies as provided by Transportation Research Board National Cooperative Highway Research Program (NCHRP).

(17)

FSUTMS modeling.

(a)

The following FSUTMS data files shall be available for use by DRI size projects:

1.

One (1) data set shall include the current approved base validation SE data combined with SE data from all certificate of occupancies issued since the last FSUTMS base update;

2.

The second FSUTMS data set shall combine the SE data from all vested development with Number 1. above.

(b)

Upon request of the director of public works, the applicant or its engineer shall provide all input and output files from the execution of any FSUTMS runs used in a traffic impact study electronic or map plot formats.

(18)

Intersection analysis.

(a)

An intersection analysis shall be performed on each major intersection, both signalized and non-signalized, where links are operating at eighty (80) percent or great of Level-of-Service "D" and where links are assigned eight (8) or more project peak season/peak hour/peak direction trips for a two-lane roadway or fifteen (15) or more project peak season/peak hour/peak direction trips for a four-lane (or wider). Intersection analysis of a non-signalized location will include a warrant study performed according to the procedures and specifications identified in the "Manual on Uniform Traffic Control Devices."

(b)

The procedure for performing an intersection analysis shall be based upon the methodology found in the latest County approved highway capacity analysis. Any questions, issues or methodology other than that referenced in the above publication will be submitted at the pre-application conference and will be subject to the review and approval of the director of public works. This review shall be based on currently accepted traffic engineering principles.

1.

Turning movements for vested and project traffic shall be determined based upon the distribution of existing traffic; and/or

2.

As submitted by the applicant or engineer at the pre-application conference.

(c)

For each intersection in which the project traffic results in a level of service below the acceptable adopted level of service, the applicant and/or engineer will develop proposed improvements to the intersection that result in the intersection operating at an acceptable level of service with the existing, vested and specific project traffic included in the analysis.

(d)

The applicant and/or engineer shall be required to provide the following information relative to each intersection analysis:

1.

Printouts and worksheets for all highway capacity analysis performed on the intersections or roadway segments;

2.

Copies of any traffic counts performed or used in the analysis, including the source of count data;

3.

Copies of any signal warrant studies performed in the analysis of non-signalized intersections;

4.

Documentation of any assumptions used in the analysis including trip generation data, if not already specified for the analysis;

5.

Turning movement volumes and documentation of methodology used to project existing, prior vested and project traffic;

6.

Any other applicable data or information.

(19)

Segment analysis.

(a)

If a roadway segment is operating at or above eighty (80) percent (for projects generating from one hundred (100) to more than one thousand (1,000) average daily trips) of the available Level-of-Service "D" peak hour, peak direction FDOT generalized planning capacity with the inclusion of vested development and the roadway segment is assigned eight (8) or more project peak season/peak hour/peak direction trips for a two-lane roadway or fifteen (15) or more project peak season/peak hour/peak direction trips for a four-lane (or wider) roadway, then an arterial analysis shall be performed to determine if the actual roadway segment operating characteristics are such that additional capacity is available.

1.

The applicant or engineer shall submit the methodology and approach of each segment analysis at the pre-application conference. The methodology and approach shall be subject to review and approval by the director of public works. This review shall be based on currently accepted traffic engineering principles.

(b)

A segment capacity analysis may be performed to review signal spacing and timing, as well as signal coordination. Such segment capacity analysis shall be performed in accordance with accepted traffic engineering principles and techniques using software approved by the public works director or his designee.

(c)

A travel time study may be performed to determine the operating speed and corresponding level of service at which the roadway is operating. The travel time study shall be performed using a computerized recording device that automatically calculates distance and average travel speed. All printouts and graphs from each travel time study shall be submitted as part of the study.

(Ord. No. 90-16, § 1, 9-11-90; Ord. No. 91-48, § 56, 12-4-91; Ord. No. 92-39, § 26, 9-29-92; Ord. No. 2012-019, § 2, 7-10-12; Ord. 2018-005, § 1, 3-13-18)

(1)

Right-of-way dedication or acquisition. It is the county's intent to acquire, by developer dedication or government purchase, that property needed to make up a road right-of-way deficiency. All such dedications and acquisitions shall occur or be initiated during the development approval process.

(a)

General requirements.

1.

An applicant for development approval shall:

a.

Identify, at the time of development project application submittal, any right-of-way deficiencies of adjacent roadways based on the standards set forth in section 952.08(1)(F).

b.

Identify, at the time of development project application submittal, any site-related project right-of-way needs.

c.

Dedicate all minor (local) road and site related right-of-way to the county without compensation prior to issuance of a land development permit for preliminary plats and prior to site plan release for site plan projects. For minor (local) roads only, the public works director or his designee may accept drainage and utility easements in lieu of right-of-way to make up for small right-of-way deficiencies up to ten (10) feet. In such circumstances, the public work director or his designee may also require public sidewalk easements.

2.

County staff shall confirm all right-of-way deficiencies during preliminary plat and site plan review.

3.

The public works director may reduce the amount of right-of-way required to be dedicated by a project applicant if a roadway design requiring less right-of-way is planned.

(b)

Right-of-way dedication requirements.

1.

Right-of-way deficiencies shall be satisfied by dedication of equal amounts of right-of-way from each side of the deficient roadway, unless the conditions of 2., 3., or 4. below apply.

2.

Where right-of-way must be dedicated for site related improvements, all such dedicated right-of-way shall come from the development project side of the roadway.

3.

Where a drainage district canal right-of-way, a railroad right-of-way, a high voltage power line, or similar impediment abuts one (1) side of a deficient road right-of-way, the entire right-of-way deficiency shall be made up from the property on the opposite side unless an alternative design (e.g. culverting the canal) is approved by the public works director.

4.

Where at least one-half (½) of the required road right-of-way has been provided from the property on one (1) side of a deficient road right-of-way, the remaining right-of-way deficiency shall be made up from the property on the opposite side, unless an alternative design is approved by the public works director.

(c)

Right-of-way compensation.

1.

Compensation shall not be provided for site-related right-of-way dedications.

2.

Compensation shall not be provided for dedications to bring any road up to minor (local) road right-of-way standards.

3.

For projects located on thoroughfare plan roads with right-of-way deficiencies, compensation shall not be given for that portion of the right-of-way dedication needed to bring the road up to minor (local) road right-of-way standards. Said dedications are deemed to be site-related and necessary to serve the proposed development itself.

4.

For dedication of thoroughfare plan right-of-way in excess of minor (local) road right-of-way standards, the county shall pay an applicant fair compensation for the value of the undeveloped condition of the land dedicated for road right-of-way. That compensation may be provided as impact fee credits or cash.

5.

The applicant and county may agree upon a price for a right-of-way parcel based on recent sales data.

6.

If the county and the applicant are unable to agree on the price of a right-of-way parcel to be acquired by the county, the county shall make an offer to the applicant to purchase the property at fair market value. The fair market value of the property shall be established by an appraisal performed by an independent state certified general real estate appraiser who holds a designation issued by the appraisal institute or other similar, nationally recognized organization. For purposes of this section, a current appraisal is an appraisal that was certified no earlier than four (4) months prior to the filing of the development project application. Said appraisal shall assume no approved development plan for the property.

7.

If the county and applicant agree on a compensation amount prior to project approval, then the right-of-way purchase shall be scheduled to occur prior to issuance of a certificate of completion or a certificate of occupancy for the project. As part of the agreement on a compensation amount, the developer may choose the form of compensation such as cash, impact fee credit, or a combination.

8.

If the county and applicant are unable to agree on compensation prior to project approval, then the county shall initiate legal proceedings to acquire the right-of-way within sixty (60) days of development approval.

9.

In lieu of items 4., 5., and 6. above, the county may accept a donation of right-of-way as a gift or as a condition of planned development (P.D.) project approval.

(d)

Applicable standards. The engineering design of improvements within rights-of-way shall be in compliance with the standards in the "Manual of Uniform Minimum Standards for Design, Construction, and Maintenance of Streets and Highways," published by the Florida Department of Transportation, unless a variance is granted by the board of county commissioners. All construction within the right-of-way shall conform to Indian River County Engineering Standards. No construction or alteration shall occur in any county road right-of-way unless a right-of-way permit is approved by the county engineering division.

(e)

Minimum right-of-way and pavement requirements; credit for dedicated land. The following generalized minimum road right-of-way width standards shall apply to all development projects unless varied by the public works director in accordance with (a)3. above, or by the "Specific Thoroughfare Plan Road Right-of-way Table" which is incorporated hereto by reference and is located in the appendix section of this chapter. Full compensation shall be provided to the applicant by the county or the State of Florida for non-site related and non-minor (local) road right-of-way dedications, with the exception of (c)7. above. These standards are consistent with the functional road classification system established in the comprehensive plan.

(f)

Additional right-of-way and/or pavement width. During the review of any development project, the technical review committee may require the increase of right-of-way and pavement widths if a finding is made that the increase in width is necessary to accommodate the projected traffic needs of the project and is consistent with good engineering practice. Additional right-of-way or pavement width may be required to promote public safety and convenience, or to ensure adequate access, circulation, and parking. Whenever any street requires improvement within the area to be developed, the appropriate right-of-way and pavement shall be required. Where a site abuts or contains an existing street of inadequate right-of-way or pavement width, additional right-of-way and pavement, in conformance with minimum county standards, may be required for new site development.

(g)

The provisions of this chapter shall be interpreted as supplementary to and not in conflict with Article 1 Section 9 of the Florida Constitution and Florida Statutes Chapters 73 and 74.

SPECIFIC THOROUGHFARE PLAN ROAD RIGHT-OF-WAY TABLE

*Right-of-way width is 80′ where constrained

Source: Public Works Department

Date: May 1990, Revised September, 1991.

(Ord. No. 90-16, § 1, 9-11-90; Ord. No. 91-48, § 55, 12-4-91; Ord. No. 95-10, § 12, 5-31-95; Ord. No. 2005-013, § 1, 4-19-05; Ord. No. 2006-025, § 1, 8-22-06)

The following paving requirements shall apply to site plan, subdivision, Planned Residential Development (PRD), and Planned Development (PD) projects which require application approval and which also utilize or abut unpaved public or private roads and roadways.

(1)

Private roads. All development projects, excluding single-family dwelling units, which are accessed via unpaved private roads or roadways shall provide for the paving of such roads or roadways. County road design and construction standards shall apply to all paving improvements.

(2)

Public roads. All development projects, except single-family dwelling units, that access or abut unpaved public roads shall comply with general requirements as specified in subsection (5) below.

(3)

Scenic and historic roads. Paving requirements and provisions for projects utilizing or abutting unpaved scenic or historic roads, as designated in the comprehensive plan, shall be addressed on a case-by-case basis. All applicable requirements of Chapter 933, Historical and Archeological Resources Protection, shall apply here. The requirements specified below under general requirements shall not apply unless otherwise required by the board of county commissioners.

(4)

Thoroughfare plan roads. The paving of roads designated on the thoroughfare plan located in the traffic circulation element of the comprehensive plan shall be required as specified below under general requirements. Improvement of thoroughfare roads shall be in coordination with the county's twenty-year transportation improvement program, or as approved by the board of county commissioners. In granting such approval to pave thoroughfare plan designated roads in advance of the long-range major street and highway program and schedule, the board of county commissioners shall consider the timing of improvements, adequacy or deficiency of right-of-way, funding and construction of improvements, and the effect on the long-range major street and highway program.

(5)

General requirements. Paving requirements are hereby established to ensure that road improvements are provided to adequately serve development projects and developing areas. County road design and construction standards shall apply to all paving improvements. Applicants applying for approval of projects utilizing or abutting unpaved roads shall, as part of their application, include the appropriate provisions for paving, as specified below. Any required submission of escrow funds shall include an escrow agreement acceptable to the county attorney. Such agreements shall include provisions necessary to accomplish and facilitate future road paving.

(a)

Exemptions. Upon request by an applicant, the public works director and the community development director shall review a project proposal to determine if the project may be exempted from the general requirements, section 952.09(5). Where both directors determine that the following criteria are satisfied, the project shall be exempted from the requirements of the "general requirements" portion of the paving requirements section:

1.

The project proposal is either an accessory use to an existing establishment or a modification of an existing establishment;

2.

The project proposal, if constructed, would not cause an addition to the number of employees currently working at the establishment;

3.

The project proposal, if constructed, would not cause an increase in the number of deliveries to or from the establishment;

4.

The project proposal, if constructed, would not cause an increase in customers, buyers, or other persons attracted to the establishment for business purposes;

5.

The applicant provides sufficient plans and documentation to prove and ensure (certify) that the previously listed criteria are satisfied and will continue to be satisfied throughout the use and operation of the improvements constructed as part of the project, unless otherwise amended and approved via the applicable development approval process.

(b)

Appeals from exemptions. Appeals of the determination to exempt or not exempt a project from the general paving requirements shall be deemed to be appeals of administrative decisions and as such shall be heard by the planning and zoning commission pursuant to Chapter 902, Administrative Mechanisms.

(c)

Small traffic attractors/generators. Projects determined to be small traffic attractors/generators, defined as projects generating less than one hundred (100) average daily trips, shall provide for road paving as follows:

1.

Access road frontage. For the paving of a road(s) accessing the project, the applicant shall submit funds in the amount of the project's share of petition paving costs prior to the issuance of a certificate of occupancy for all or any portion of the project. Said funds shall be held by the county to be used for the paving of the road(s) accessing the project. The road segment to be funded and later paved shall include all of the project's frontage on the road. Where access roads or abutting roads are designated on the transportation capital improvements program, traffic impact fees shall substitute for escrowing funds.

2.

Abutting road frontage. For the paving of a road(s) abutting the project but not utilized for access (not including access for emergencies) to the project, the applicant shall submit funds in the amount of the project's share of petition paving costs prior to the issuance of a certificate of occupancy for all or any portion of the project. Said funds shall be held by the county to be used for the paving of the road(s) abutting the project. The road segment to be funded and later paved shall include all of the project's frontage on the road. Where abutting roads are designated on the capital improvements program, traffic impact fees shall substitute for escrowing funds.

3.

Paving option. In lieu of submitting funds for paving under (c) 1. or (c) 2. above, the applicant may propose to pave or arrange for paving the project's access road frontage and/or abutting road frontage, notwithstanding requirements for roads designated on the thoroughfare plan, if such paving would connect to a paved public road. If such a paving option is utilized, no certificate of occupancy or certificate of completion shall be issued for all or any portion of the project until all paving has been completed, and improvements are inspected and approved by the county.

4.

Multiphase projects. For purposes of determining if a multiphase project is a small traffic attractor/generator, the total project trip generation of all phases shall be compared to the small traffic project definition criteria.

5.

Cumulative effect. No certificate of occupancy or certificate of completion shall be issued for any project proposing access from an unpaved road, including a thoroughfare plan road, where the subject access road's volume with the project traffic will exceed two hundred (200) average daily trips, until one (1) of the following three (3) following items is satisfied:

a.

The road accessing the project is paved from the project's access point(s) to a paved public road, or

b.

The road accessing the project is guaranteed to be paved through an approved and funded road improvement project (such as through a grant or approved petition paving project), or

c.

The applicant has submitted the project's share of petition paving costs. ¹

¹ Upon receipt of said funds, staff shall initiate a paving project request, if none has already been initiated.

For subdivisions, no final plat approval shall be granted until adequate provisions have been made for paving and paving is complete prior to the issuance of a certificate of occupancy for structures on a subdivision lot or parcel, as per Chapter 913, Subdivisions and Plats. Provisions specified below under (d) 1., 2., 3., and 4. shall apply.

In considering the cumulative effect of small traffic attracting/generating project(s) on a road(s) or on an area, the board of county commissioners may determine the need for a forced petition or assessment for road paving purposes in developed or developing areas, and may impose such an assessment.

(d)

Large traffic attractors/generators. Projects determined to be large traffic attractors/generators, defined as projects generating one hundred (100) or more average daily trips, shall provide for road paving as follows:

1.

Access road frontage to access point(s). The road accessing the project, including a thoroughfare plan road, shall be paved from the project's access point(s) to a paved public road. The design of the connection shall be in accordance with county design standards. Said paving shall be completed, and improvements inspected and approved by the county, prior to the issuance of a certificate of occupancy for all or any portion of the project.

2.

Remaining access road frontage. For the paving of portions of a project's access road frontage not covered in the above paving requirement (d) 1., the applicant shall submit funds in the amount of the project's share of petition paving costs prior to the issuance of a certificate of occupancy for all or any portion of the project. Said funds shall be held by the county to be used for the paving of the road accessing the project. The road segment to be funded and later paved shall include all of the project's frontage on the road. Where access roads are designated on the transportation capital improvements program, traffic impact fees shall substitute for escrowing funds.

3.

Abutting road frontage. For the paving of roads abutting the project, the applicant shall submit funds in the amount of the project's share of petition paving cost prior to the issuance of a certificate of occupancy for all or any portion of the project. Said funds shall be held by the county to be used for the paving of the road abutting the project. The road segment to be funded and later paved shall include all of the project's frontage on the road. Where abutting roads are designated on the capital improvements program, traffic impact fees shall substitute for escrowing funds.

4.

Paving option. In lieu of submitting funds for paving specified under (d) 2. and (d) 3. above, the project applicant may propose to pave or arrange for paving the project's remaining access road frontage and/or abutting road frontage, notwithstanding requirements for roads designated on the thoroughfare plan, if such paving connects to a paved public road. If such a paving option is utilized, no certificate of occupancy shall be issued for all or any portion of the project until said paving is completed, and improvements are inspected and approved by the county.

(e)

Existing neighborhood compatibility. In areas where minor and principal arterial roadways intrude into existing neighborhoods, the county will, as much as possible, provide buffers such as concrete walls, landscaped buffers, berms, and other similar buffers alongside the roadway(s).

The criteria used to determine whether major thoroughfares will be allowed to intrude in existing neighborhoods are whether there are problems maintaining level of service standards on the applicable roadways, whether there are safety problems, right-of-way availability and whether there are viable alternatives to intruding into an existing neighborhood.

The county public works director or his designee will also review the feasibility of relocating roadways when intrusion is imminent and limit the number of roadway connections or accesses to the thoroughfares.

(f)

Minimize adverse environmental impacts. The county public works director or his designee shall, where feasible, locate and design roadways to minimize adverse environmental impacts. Where sensitive environmental areas will be impacted by roadway construction, the county will mitigate those impacts by taking action as provided for in the conservation element of the county's adopted comprehensive plan.

(Ord. No. 90-16, § 1, 9-11-90; Ord. No. 2003-016, § 1, 5-6-03)

(1)

Required improvements to intersections impacted by development. Improvements to an intersection shall be required to be constructed by the developer of any project where the development causes the intersection to be impacted by traffic generated as a result of the development. Intersection improvements shall be in accord with the requirements set forth in this chapter.

(2)

Intersection design. The following location and design criteria shall apply to intersections:

(a)

Acceleration, deceleration and/or turning lanes shall be provided by the applicant at intersections of arterial or collector routes if projected traffic entering the site equals or exceeds thirty (30) vehicles in the peak hour turning left or seventy-five (75) vehicles in the peak hour for right turn movements. For projects with significant truck traffic (over five (5) percent of anticipated project traffic volume), passenger car equivalents (PCE) at the rate of one (1) truck equals three (3) PCE shall be used in determining the application of the above acceleration and/or deceleration lane requirements. For purposes of this section, any vehicle with three (3) or more axles shall be considered a truck.

(b)

The first point of access to a marginal access road from a collector or arterial street shall be at least three hundred thirty (330) feet from the intersecting right-of-way lines of arterials and/or collectors as shown on the Indian River County Thoroughfare Plan with subsequent intervening access points being at least six hundred sixty (660) feet from the intersecting right-of-way lines, unless otherwise approved by the public works director and the community development director.

(c)

Median access points on arterial roads shall be allowed only at intersections of other arterial roads, collector roads or marginal access roads. Deceleration lanes may be required. Additional access points may be permitted if deemed necessary by the public works director.

(d)

On any arterial road, the required road right-of-way width may be increased by up to twelve (12) feet, if deemed necessary by the public works director, within two hundred (250) feet of the intersection with another arterial in order to facilitate proper intersection design or improvements, or as provided in the county's right-of-way master plan.

(e)

In areas where minor and principal arterial roadways and their intersections adversely affect existing neighborhoods the county will provide, as much as possible, buffers such as concrete walls, landscaped buffers, berms, and other similar buffers alongside the roadway(s).

The criteria used to determine whether neighborhoods are adversely impacted are as follows: severed existing neighborhoods, more traffic other than local traffic using roadways, widening of roadways which result in roadways constructed closer to residential homes, and other similar characteristics.

The county public works director or his designee will also review the feasibility of relocating roadways and intersections and limit the number of roadway connection and accesses.

(3)

Intersection radii.

(a)

At intersections, rights-of-way shall be joined by arcs tangent to the right-of-way lines and having a radius of at least forty-five (45) feet.

(b)

At the end of a cul-de-sac, the right-of-way line on the outside of the turning circle shall be joined to the right-of-way line along the street by arcs having a radius of at least twenty-five (25) feet.

(4)

Street side swales. Typical sections for street rights-of-way shall comply with the most current "Manual of Uniform Minimum Standards For Design, Construction and Maintenance for Streets and Highways," State of Florida and shall:

(a)

Comply with standard county specifications and have a side slope no steeper than 3:1 within the applicable clear zone;

(b)

Provide at least eight (8) feet of shoulder width on each side of pavement;

(c)

Be designed to accumulate and carry water pursuant to a stormwater and flood protection plan in a manner that will be in accord with Chapter 930;

(d)

Be sodded in the right-of-way along the full frontage of the development unless otherwise approved by the public works director;

(e)

Provide proper drainage structures and inlets, according to the most current Florida Department of Transportation standards.

(5)

Sight distance. All developments shall comply with the sight-distance specifications contained in Chapter 926, "Landscaping and Buffering" and the requirements of the most current "Manual of Uniform Minimum Standards for Design, Construction and Maintenance for Streets and Highways," State of Florida.

(Ord. No. 90-16, § 1, 9-11-90; Ord. No. 92-39, § 27, 9-29-92)

The design of traffic control devices shall be in conformance with the "Manual of Uniform Traffic Control Devices," the latest edition of the Florida Department of Transportation's (FDOT) Supplemental Specifications to the Standard Specifications for Road and Bridge Construction, the FDOT's Traffic and Roadway Standards Manual current edition, the latest edition of the AASHTO "Greenbook," and shall be provided as required by the public works department.

(Ord. No. 90-16, § 1, 9-11-90)

(1)

General standards for regulating driveway locations. The following general criteria shall be used in evaluating the adequacy of proposed driveways for all uses requiring approval, except single-family dwellings. Scenic and Historic Road, subsection 952.09(3), of this chapter shall apply here.

(a)

Sites located at intersections shall access onto the roadway having the lower functional classification. The applicant may be permitted to access onto the higher classification roadway if the public works director determines that such access would result in an improved traffic circulation pattern.

(b)

Drive-in facilities having one (1) window or bay shall have sufficient on-site storage to accommodate a minimum of five (5) queued vehicles, or one hundred (100) feet. Drive-in facilities having in excess of one (1) window or bay shall provide on-site storage in accordance with the following standards:

These standards may be reduced or modified by the public works director or his designee upon showing of good cause.

The minimum allowable width of a driving aisle serving a drive-up window, (e.g. bank, restaurant, etc.) shall be nine (9) feet. No curb, machine, equipment or other protuberance shall encroach this nine-foot wide space.

(c)

Commercial sites having fifty thousand (50,000) square feet of gross floor area or more shall provide for an exclusive access drive at the primary entrance of the development and all points of ingress and egress located on a collector or arterial roadway, not including service entrances. Said drive(s) shall be used for providing access to all parking aisles and shall not contain parking spaces; also, parking space(s) shall not directly access onto such exclusive access drive(s).

(d)

Provisions for vehicular and bicycle/pedestrian circulation between adjacent parcels and development sites shall be provided through coordinated or joint parking and sidewalk systems, or shared driveways and roadways, interconnections and driveway or sidewalk stub-outs, or other methods as approved by the public works director or his designee.

1.

Access control for security. An interconnection between sites may be gated or otherwise controlled for security purposes, as approved by the public works director or his designee. For example, an interconnecting driveway between two (2) retail businesses may be approved to be gated during non-business hours and open during business hours.

2.

Traffic calming. To prevent or mitigate the effects of cut-through traffic, or to prevent speeding, traffic calming measures may be applied to an interconnection, shared driveway, or roadway, and may be required by the public works director or his designee. The design and construction of traffic calming measures shall be subject to approval of the public works director or his designee. The public works director or his designee shall maintain a set of county-accepted guidelines and standards for traffic calming measures.

3.

Exemption. An exemption from providing an interconnection with an adjacent parcel or site may be granted by joint approval of the public works director and the community development director based upon one (1) or more of the following staff determinations:

a.

The interconnection would funnel commercial traffic via a single street or access point through a residential neighborhood and create a commercial traffic cut-through within an existing residential neighborhood.

b.

The interconnection would not meet Florida roadway/design "Greenbook" standards or would result in an inappropriate mix of vehicles such as mixing semi-trailers and passenger vehicles.

c.

The interconnection would dead end into an existing water body, environmentally sensitive area, platted subdivision, or built facilities and fail to provide future benefits of connectivity with the adjacent parcel or site.

d.

The interconnection would serve only low density residential developments of less than two (2) units per acre and would fail to provide future benefits of alternate access at or near a major roadway intersection or along a median divided major roadway.

(e)

Driveway entrances shall be designated to accommodate all vehicle types having occasion to enter the site. The following table presents vehicle types with their respective minimum inside and outside turning radii:

Driveway entrances off collector and arterial routes shall conform with the provisions of subsection 952.12(5) Driveway width and radii.

(f)

Loading and unloading activities shall in no way hinder vehicular ingress or egress.

(g)

All driveways shall maintain adequate sight distance, as provided in this code.

(h)

Ingress lanes:

1.

Ingress left-turn lane requirements: A twelve-foot wide left-turn lane with appropriate storage and transition shall be provided at each driveway when the average annual daily traffic (AADT) volume projected at the time of project buildout and peak hour left-turn rates meet the following thresholds:

2.

Ingress right-turn lanes: For any project, a twelve-foot wide right-turn lane with appropriate storage and transition shall be provided at each driveway where the adjacent roadway average daily traffic exceeds ten thousand (10,000) vehicles per day, permitted roadway speeds exceed thirty-five (35) miles per hour, and driveway volume exceeds one thousand (1,000) vehicles per day with at least forty (40) right-turn movements during peak periods. For any project, a right-turn lane as described in this subparagraph shall be provided at each driveway where right-turn ingress volumes exceed seventy-five (75) vehicles per peak hour. These standards may be modified by the public works director or his designee where special roadway and/or traffic characteristics exist that affect traffic safety.

(2)

Number and spacing of driveways.

(a)

One driveway shall be permitted for ingress and egress purposes to any project.

(b)

The approving body may either increase or reduce the following separation distances based upon a recommendation by the public works director after an analysis of street frontage trip generation, or other factors, as deemed appropriate.

(c)

A joint access driveway shall be considered as adequate access for any two (2) adjacent parcels and shall be encouraged. For a project where more than one driveway is requested, the applicant shall submit a traffic report justifying the need, describing the internal circulation and parking system, and identifying the impact of development of the project and its proposed access facilities on the operation of the street system.

(d)

These standards shall not apply to single-family dwellings and duplexes.

(e)

Minimum spacing between two-way driveways fronting on the same side of a street shall conform to the table below. Distance between driveways shall be measured from centerline to centerline.

Minimum Driveway Separation (feet)

(f)

Driveways on opposite sides of any undivided street classified collector or arterial shall either be aligned on the same centerline or be offset a minimum of two hundred (200) feet measured from centerline to centerline, whenever geometrically possible, and shall provide for emergency vehicle access.

(g)

For projects proposing more than one two-way driveway, based upon parcel size, projected trip generation of the site, amount of roadway frontage, and other appropriate design considerations, additional driveways may be permitted if approved by the public works director.

(3)

Corner clearance. All proposed developments which are determined to generate or attract one hundred (100) or more peak hour turning movements into the site shall be prohibited from establishing driveways at locations which are closer to an intersection than the distances established below. These dimensions may be modified by the public works director on a case by case basis when warranted by circumstances unique to the particular development.

* Corner clearance distance depending on relationship to intersection: Right turn movement towards intersection, one hundred fifteen (115) feet; left turn movement one hundred seventy-five (175) feet.

(4)

Provisions for interconnected parking areas. Nonresidential developments fronting principal and minor arterials shall provide driveway improvements and driveway "stub-outs" to property lines to facilitate existing and future interconnection of parking areas to adjacent sites.

(a)

Location and design. Parking lot access driveways and driving aisles shall be designed and located to connect to adjacent properties or to marginal access roadways that serve the subject site and adjacent properties. All access points and interconnecting driveways shall be designed and constructed to accommodate safe and efficient vehicle travel between adjacent sites, as approved by the public works director.

(b)

Paving. All connecting driveway improvements must be paved according to applicable Chapter 954 standards, including: proper driveway widths, construction specifications, and treatment of transition grades.

(c)

Waiver option. The public works director may waive the interconnected parking area requirements at terminal points where nonresidential zoning abuts a residential zoning district, or in circumstances where the mixing of different types of traffic (e.g. automobile versus truck) is undesirable, or where separation of traffic is necessary for traffic safety, or where physical design constraints preclude interconnection of adjacent sites.

(5)

Driveway width and radii. The following standards shall be utilized for all driveways. These standards are minimums and are applicable for car and van traffic only. These standards may be increased in cases where a significant amount of truck traffic is anticipated for either the entire site or specific access points. For driveways through off-street parking areas, minimum widths shall be consistent with standards established by the Institute of Traffic Engineers (I.T.E.).

Driveway Width Standards
One-Way Drives

* If non-mountable curb

Note: Check Chapter 954 (Off-Street Parking Chapter) for driving aisle widths within parking lots.

Driveway Radii Standards

* If non-mountable curb

(6)

Driveway signalization. Any driveway requiring a traffic signal shall conform to those warrants specified in the Manual of Uniform Traffic Control Devices, U.S. Department of Transportation, Federal Highway Administration, 1986. The manual is adopted herein by reference, and a copy shall be maintained for public inspection in the office of the public works director or his designee. The installation of any traffic signal shall be subject to the accepted standards and approval of the engineering department.

(7)

Driveway criteria. Driveway design shall conform to requirements herein set forth and shall conform to the guidelines of the Federal Highway Administration, Report No. FHWA-RD-76-87, "Technical Guidelines for Control of Direct Access to Arterial Highways," dated August, 1975, and the Institute of Transportation Engineers recommended practice as set forth in "Guidelines for Driveway Design and Location," dated 1974. Both guidelines are adopted by reference, and a copy of each shall be maintained for public inspection in the office of the public works director or his designee.

(8)

Types of driveways.

a.

Each driveway shall be classified as one of the following types and regulated according to the table below. The following definitions shall control in applying the table and additional regulations contained in the subsection that follows.

1.

Minor driveways. A minor driveway shall provide service for a maximum average daily traffic volume of four hundred ninety-nine (499) vehicles.

2.

Intermediate driveways. An intermediate driveway shall provide for an average daily traffic volume of five hundred (500) to two thousand (2,000) vehicles.

3.

Major driveways. A major driveway shall provide for an average daily trip volume of two thousand one (2,001) or more vehicles.

(b)

The following additional regulations shall apply:

1.

Minor driveways shall provide minimum single-lane widths of twelve (12) feet and provide minimum vehicle radii of thirty (30) feet.

2.

Intermediate driveways shall provide minimum ingress lanes fourteen (14) feet wide and egress lands twelve (12) feet wide, and shall provide minimum vehicle turning radii of thirty-five (35) feet.

3.

Major driveways shall provide minimum ingress lands fourteen (14) feet wide and egress lanes twelve (12) feet wide, and shall provide minimum vehicle turning radii of forty (40) feet.

4.

For driveways that provide service for one hundred (100) or more peak hour departures and that access onto a collector or arterial route, and where left and right turn egress is allowed, dual egress lanes shall be provided with a minimum four-foot separation from the ingress lanes.

(9)

Median openings. To assure traffic safety, capacity and control, median openings located within a traffic-way corridor shall be spaced the maximum distance apart that will allow safe and adequate traffic circulation.

(a)

Median openings shall be permitted only where traffic studies justify the need, taking into consideration the following:

1.

Potential number of left turns into driveways;

2.

Length of frontage along the street right-of-way line of the property proposed to be served;

3.

Distance of proposed opening from adjacent intersections or other openings;

4.

Length and width of the left-turn storage lane as functions of the estimated maximum number of vehicles to be in the lane during peak hours; and

5.

Traffic control, including signalization, that will be necessary at the median cut. If a traffic signal at a median cut is within one thousand five hundred (1,500) feet of another traffic signal, the two (2) shall be coordinated.

(b)

No median opening shall be spaced at a distance less than six hundred sixty (660) feet from any signalized intersection or median opening, except that median openings may be spaced at a lesser distance based upon a traffic study and impact analysis; but in no case shall median openings be spaced at less than three hundred thirty (330) feet. Public streets shall be given priority consideration for median openings.

(c)

All median openings shall include adequate storage and transition lanes, where warranted.

(d)

These regulations may be modified by the public works director on a case by case basis when warranted by circumstances unique to the particular development.

(10)

Gated entrances. Gated entrances may be approved if the applicant:

(a)

Demonstrates that the entrance and gate are located and designed so that:

1.

Passenger vehicles, including customary service vehicles, can approach the entrance and gate in a manner that is safe and that does not impede traffic flow on the adjacent travelway; and

2.

Passenger vehicles, including customary service vehicles, that are denied entrance may be turned around without encroaching onto the adjacent public right-of-way, and may safely exit onto the adjacent travelway.

a.

The public works director or his designee may approve a design that allows turn around areas (but not a gated or gate-swing area) to encroach into public right-of-way based upon the following criteria:

i.

Separation of at least seventy (70) feet between the driver position at vehicle detection point and the main street edge of pavement,

ii.

Separation of at least fifty (50) feet from the gate to the nearest right-of-way intersection (edge of right-of-way) internal to the project,

iii.

Separation of at least twenty-five (25) feet from the gate to the nearest driveway internal to the project. Separation distances required under ii. and iii. above may be modified by the public works director or his designee based on alternative designs that adequately address factors such as entry-way width and clear zone characteristics, and that meet generally accepted engineering standards and practices.

(b)

Obtains approval from the public works director or his designee for the proposed design.

(Ord. No. 90-16, § 1, 9-11-90; Ord. No. 93-8, § 19, 3-18-93; Ord. No. 95-10, §§ 11E, 14, 5-31-95; Ord. No. 97-29, § 3, 12-16-97; Ord. No. 99-13, § 5, 5-5-99; Ord. No. 2004-030, § 1, 10-12-04; Ord. No. 2012-019, §§ 3, 4, 7-10-12)

(1)

Off-street parking areas. All developments shall comply with the minimum off-street parking requirements, of this code, as established in Chapter 954, Parking. Such parking areas shall be landscaped in compliance with the provisions of this Code. Where the public works director deems necessary, applicants shall install at their expense pavement markings and/or external traffic control signs to ensure the safe movement of traffic.

(2)

Off-street loading areas. All developments requiring off-street loading areas pursuant to Chapter 954, Parking, of this Code, shall provide such areas in locations which will not interfere with the safe and convenient movement of pedestrians and vehicles. Loading areas shall be clearly identified as such, and shall not include areas designated for off-street parking. If such loading areas are located adjacent to residential areas, a bufferyard shall be provided as established herein.

(3)

Lighting of off-street parking, loading areas, and entrances. If off-street parking, loading areas or entrances are artificially lighted, they shall be so designed and arranged such that no source of such lighting is visible from any adjoining or nearby property used or zoned for residential purposes and so designed and arranged as to shield public roadways and all other adjacent properties from direct glare or hazardous interference.

(4)

Parking lot landscaping. Off-street parking areas for all uses except single-family dwellings shall fully comply with Chapter 926, "Landscaping and Buffering."

(5)

Fire truck access and circulation.

(a)

Firelanes or public roads shall not be less than twenty (20) feet of unobstructed width.

Exception: Reduction of firelane width may be permitted for roadway lengths less than one hundred (100) feet (linear) only when approved by the fire division.

(b)

Turning radius design utilizing full payment width.

(c)

Subdivision or complex entrances.

(1)

Any entrance designed with a median or gate posts with a one-way ingress and egress shall be designed for the turning radii listed above for emergency vehicle access with a minimum clear width of fourteen (14) feet.

(d)

Median divided single lane public roadways (travelway less than twenty (20) feet wide) shall provide median openings as follows:

(1)

Every two hundred (200) feet or less, where a structure access point fronts the public roadway, or

(2)

Every six hundred (600) feet or less, where there is no structure access point that fronts the public roadway.

In all cases the following shall be provided for median divided single lane public roadways:

• A minimum clear travelway width of fourteen (14) feet for one-way traffic.

• A minimum of six (6) feet of stabilized and unobstructed clear space beyond the travelway that is at the travel-way grade.

• Design and maintenance of median landscaping so as not to impede emergency vehicle access.

(Ord. No. 90-16, § 1, 9-11-90; Ord. No. 2001-016, § 9, 6-19-01)

(1)

Separation of vehicular and pedestrian traffic. Parking and loading areas, as well as driveways and other vehicular circulation areas, shall be clearly identified and separated from principal pedestrian routes through the use of curbs, pavement markings, planting areas, fences or similar features designed to promote pedestrian safety.

(2)

Sidewalks.

(a)

All projects shall provide sidewalks and sidewalk improvements conforming to the requirements specified in the adopted bikeway and sidewalk plan, to the requirements in the applicable zoning district regulations, and to the sidewalk location requirements specified in Chapter 913, Subdivisions and Plats. For purposes of applying the location requirements of Chapter 913, Subdivisions and Plats, to site plan projects, the word "site" shall be substituted for the word "subdivision."

(Ord. No. 90-16, § 1, 9-11-90)

(1)

Locations. All projects shall install bikeways on all arterial and collector routes as specified in the adopted Indian River County Bikeway and Sidewalk Plan. This plan specifies those roadways along which bikeways must be constructed. With the approval of the board of county commissioners, a sufficient amount of money may be escrowed with the county to complete the required bikeway.

(2)

Specifications. Bikeways shall conform to the standards as stated in the county adopted "Bikeway and Sidewalk Plan."

(3)

Alternate specifications. Where any of the above specifications are impractical or impossible to implement, the applicant, with the concurrence of the approving body, may substitute suitable alternate specifications as described in the "Bicycle Facilities Planning and Design Manual" (current edition) prepared by the Florida Department of Transportation.

(Ord. No. 90-16, § 1, 9-11-90)

New streets which are extensions of existing streets shall bear the number of the existing street. All other streets shall be numbered with the approval of the Indian River County Community Development Division in conformance with county policy. In no case shall a name for a proposed street duplicate or closely approximate an existing street name. The community development department shall notify all interested agencies, including the postal service, the sheriff's department and 911 emergency system, of street name changes or new streets. The community development department shall issue all address and numbering systems in conformance with the county grid system.

All requirements of Chapter 951, Road Addressing System, shall apply here.

(Ord. No. 90-16, § 1, 9-11-90)

(1)

Required accessed roads shall be provided with the inner edge of the roadway no closer than three (3) feet nor further than thirty (30) feet from the building.

(2)

Fire lanes shall be provided for all buildings that are set back more than one hundred fifty (150) feet from a public road or exceed thirty (30) feet in height and are set back over fifty (50) feet from a public road.

Exception: Where buildings are protected throughout with an approved automatic fire sprinkler system, the provisions of this subsection (2) shall be permitted to be modified by the fire division.

(3)

A structure shall be made accessible by fire lane to additional elevations for fire-rescue emergency use, based on the following formula as a minimum:

(a)

Additional fire lane access shall be provided when hose distance from a fire truck exceeds one hundred fifty (150) feet. To any interior or exterior point of a building.

Exception: The distance shall be increased to three hundred (300) feet. In a building protected throughout by an approved automatic fire sprinkler system.

(4)

Fire lanes shall be not less than twenty (20) feet of unobstructed width, able to withstand the live loads of fire apparatus, and have a minimum of thirteen (13) feet six (6) inches of vertical clearance. An approved turnaround for fire apparatus shall be provided where an access road is a dead end and is in excess of one hundred fifty (150) feet in length. The turnaround shall be one hundred (100) feet in diameter. The grade, surface and location of the fire lane shall be approved by the fire division.

Exception No. 1: T or Y turnaround arrangements shall be permitted.

Exception No. 2: When acceptable to the fire division, turnaround arrangements other than a cul-de-sac shall be permitted to be used.

(5)

Fire lanes shall be marked, when required by the fire division, with freestanding signs or marked curbs, sidewalks, or other traffic surfaces that have the words "FIRE LANE - NO PARKING" painted in contrasting colors at a size and spacing approved by the fire division.

(Ord. No. 2001-016, § 10, 6-19-01)