11/21/1983 - Laserfiche WebLink

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The Plan identifies several issues or problems relating to the principal transportation system. One is the lack of relation- ship between -local transportation plans and other elements of local plans. Another issue is the lack of consistent standards employed by local governments having jurisdiction over the island's transportation system. A third issue is the .evac- uation capability of the island's principal transportation system. The transportation policy established by the Plan specifies that the distribution, location, and intensity of future development on the island shall not exceed the efficient use of the principal transportation system. The standard used to measure efficient use is Level of Service "C" on an average annual basis and Level of Service "D" for peak season traffic. According to that policy, additional residential development would not be allowed in excess of one unit per buildable acre in any traffic zone where existing and committed development exceed the capacity of the most restrictive point of the principal transportation system serving the zone, where the standard used is Level of Service "C" on an average annual basis or Level of Service "D" for peak season traffic. The four traffic zones in Indian River County are served by three bridges linking the island to the mainland. For two of the bridges, the Wabasso Bridge and the Merrill Barber Bridge, the capacities of the bridges themselves are the most restric- tive points of the principal transportation system serving their respective traffic zones. The 17th Street Bridge, however, has its capacity reduced because of the east inter- section of S.R. A1A. The Hutchinson Island Plan includes capacities for each of the segments of the principal transportation system as well as trip generation rates for both existing and committed development in each traffic zone. According to the Plan, the Wabasso Bridge has sufficient capacity to accommodate peak season traffic demand from existing and committed development in Traffic Zone 1. The excess capacity presently existing in this zone is almost 5,000 peak season trips. For Traffic Zones 2, 3, and 4, all of which are served by the Merrill Barber and 17th Street Bridge, the existing capacity is' insufficient to accommodate traffic demand from existing and committed development within the affected zones. Until that capacity is increased no residential development in excess of one unit per buildable acre would be allowed in those zones. Besides relating future development to the capacity of the transportation system, the Plan requires each local government to prepare a transportation impact study within three years of the date of plan adoption. The Plan requires that the trans- portation impact study be submitted to the state and to other affected local governments for review and comment. It requires -5- NOV 21 1983 .506K 'E5 w 4 9--