Métodos Índiciales

Figure 3.1 shows the location of proposed and ap- proved new development in the transit service area. (Many of the names of developments given in this figure are subject to change.) The figure also in- cludes the quarter-mile buffer around existing bus stops. Some of the development is at the periphery of Town limits in areas not directly served by exist- ing transit routes, but most of it would be served by routes already proposed in Chapter 2. The follow- ing paragraphs look at each major area in more de- tail.

The University

Expansion on the University’s main campus is gov- erned by its Development Plan. During the 2006- 2010 period, the University anticipates adding sub- stantial numbers of faculty, staff and students on the main campus and at outlying locations. Parking for students on the main campus will be reduced from existing levels, and parking ratios for faculty and staff will shrink. In addition, fees for parking permits are expected to increase. In the Transporta- tion Impact Analysis of its Development Plan (2006), the University estimates that a total of 3,377 students and 5,034 employees will be added by 2010. The Development Plan proposed approxi- mately 3.6 million square feet of new development on the main campus by 2010 (Figure 3.2).

Of the projected number of new students, it is ex- pected that 1,946 will reside on the main campus, while 1,431 will be commuters. Off-campus resi- dential developments that will provide housing for

Figur

e 3.

1:

Proposed and approve

Figur

e 3.

2:

University Development Plan, 2001-2008

Source: Th e Unive rsity of North C aro lina at Ch ap el Hi ll Annu al Dev elopm ent Plan Re port o n Transport ation, 2006

students and employees are thus also of interest to the University, which recognizes the importance of extending transit service to these areas.

For those University employees and students within Chapel Hill Transit’s service area, transit access to the main campus will continue to be criti- cal because of the parking limits in the Develop- ment Plan. Also, commuter surveys show that the residential locations of University employees con- tinue to spread out away from the campus (see Chapter 2). The further away from campus that employees and students live, the less likely they are to ride transit directly from home to campus. Be- cause of this out-migration, it is likely that park- and-ride will become ever more attractive for many University-affiliated commuters. An essential com- ponent of a successful park-and-ride program is an effective transit system. More park-and-ride spaces and improved transit service to campus will be nec- essary in high-demand corridors.

To accommodate expansion of its support facilities, the University will likely close the P Lot at Estes Rd. and MLK Jr. Blvd. during FY 2006-07. (This park-and-ride lot is not to be confused with the nearby PR Lot, which is for long-term student vehi- cle storage and will remain open.) Most of the pas- sengers using the P Lot will likely switch to the Eubanks Rd. park-and-ride lot. This additional de- mand may create a need for more parking spaces, more frequent service on the NS Route, or express service on the NS Route south of Westminster Dr. Also, the NU Route should be combined with the HS Route at this time (see Chapters 2 and 5). The University is proceeding with visioning and planning exercises for its satellite campus, Carolina North. During the planning period, there is no an- ticipated new development for this property, known as the Horace Williams Tract, but it will be vital for the University to consider transit in its

plans. Any long-range transit planning efforts by Chapel Hill Transit should dovetail with the Uni- versity’s long-range plans.

Downtown Chapel Hill

Many parts of the downtown area, especially along Rosemary St., are undergoing a process of redevel- opment and intensification. Two public/private partnership projects, along with a number of pri- vate projects, will add residents and activity to the downtown area. Because most of this area is al- ready well-served by transit, these projects will likely result in additional ridership.

Also, as some of these projects are constructed, they will temporarily or permanently displace park- ing downtown. For example, Lot 5 at Rosemary St. and Church St. is expected to close in early 2007. Reduced parking availability provides an opportu- nity and a need to improve the quality of transit service as an alternative to driving.

Northern Chapel Hill

In addition to Carolina North, discussed above, there are a number of smaller residential projects scattered about the area north of downtown Chapel Hill. Many of these developments are served by existing routes such as the HS, NS, and T.

The Chapel Hill North residential component could be served by the revised A Route, as dis- cussed in Chapter 2, and the Sunrise Rd. subdivi- sion could be served by either the T Route or the new route along eastern Weaver Dairy Rd. dis- cussed in Chapter 2.

Northeastern U.S. 15-501

The Eastowne Office Park and the Northeastern Gateway development projects have the potential to increase activity in the US 15-501 corridor north- east of Chapel Hill. With a mix of office, commer-

jacent properties. North Carolina Department of Transportation projections for US 15-501 already show the road carrying interstate-level traffic vol- umes by 2010. More development in this area will only worsen the problem without adequate transit services.

Current bus service in northeastern Chapel Hill is provided primarily by the D Route, which operates in a large loop covering both sides of US 15-501. During peak hours, supplementary service is avail- able along the CL Route, which also loops through the area, serving some of the same stops as the D Route. The F and G routes also operate near the Northeast Gateway area. Revisions to these routes discussed in Chapter 2 would likely suffice to serve new developments, but increased frequency of ser- vice could be warranted.

Eastern NC 54

Additional development is anticipated in southeast- ern Chapel Hill along the NC 54 corridor. This in- cludes the University Village mixed-use redevelop- ment project, additions to Meadowmont, and a proposed office development east of Barbee Chapel Rd. Four Chapel Hill Transit routes operate on the NC 54 corridor east of Hamilton Rd., but only one, the V Route, provides direct service to the Meadowmont village center, apartments, and offices. No routes travel east of Meadowmont. Both the HU and FCX routes are express routes along that portion of NC 54 and make limited stops only at park-and-ride lots south of NC 54. Any deviation of these routes would extend on- board commute time for riders. If new develop- ment east of Meadowmont contains a park-and- ride lot, it may be viable to provide transit service there at that time.

opment projects within its planning jurisdiction. Much of this new development is residential in character and in the Town’s northwestern reaches. As of Fall 2005, the F Route was the closest route to most of this development, but almost all of these subdivisions are well outside a quarter-mile walking distance to a bus stop. If the current needs for this area as identified in Chapter 2 were met, additional development in northwestern Carrboro would al- ready have some degree of transit service on a new Northern Carrboro Route. Depending on the tim- ing and scale of development, a second route may need to be added.

Some redevelopment and new development in Carrboro is located near the town center, which has good transit service. The new Carrboro High School is on the J Route and is anticipated to be completed in August of 2007, which will enable the J Route to make a one-way loop along BPW Club Rd. and Rock Haven Rd.

The Rose Walk development is expected to include a completed street connection from Berryhill Dr. to Old Fayetteville Rd. near the Jones Ferry Rd. park- and-ride lot. When this connection is complete, the CM Route should be rerouted through the Berryhill neighborhood.