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Comprehensive Plan Transportation Element 4LD Minor Arterial 100 200 Collector 80 80 Subdivision Collector Roads 60 60 Local, Minor or Residential 60 60 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 applied only to roadways within the urban service area (USA). An exception to that was major arterial roads in the urban service area that extended into or through rural areas of the county. Because urban type of growth is not allowed outside of the urban service area, there had 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. For that reason,the County adopted its extended grid network map. 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 must 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. 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. Intelligent Transportation Systems (ITS) In some cases, new techniques and technologies that allow for a more effective use of the existing roadway system enable an area to comply with Highway Level-of-Service Standards through alternatives to highway widening. Known as Intelligent Transportation Systems (ITS), these initiatives employ computer, video and communications technologies to monitor and control traffic on a real-time basis, usually from one central facility. Many 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 Community Development Department Indian River County 26 APPENDIX A—Transportation Amendments