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September 3, 2010 <br />Figure 3 - 2035 Employment and Population Projections <br />M,,.~, ~ , <br />z ~r <br />~~ <br />,a 1; a~ <br />~.h <br />s ~ <br />t l.E <br />~ Z.. ~ <br />%~ ~.,.3 Z <br />~. l <br />. `.. h .,yam I I ~ II <br />I~ ~ ~~ 7 i • ,~. +. 946 4Y <br />S ~~. ~ I' i !'"~~ I'1 I III III 1i ~ x 13f` 1 <br />1 1 <br /><'.5`.i <br />~ ~'. t <br />Wii: ~. a ~'LS ~.. ~ . <br />~Y~- 5~ <br />..Ny . <br />n~.u< <br />,~ <br />i,a, <br />n ~ ~~ -~ <br />:,. r <br />N ^,i 1 <br />..~ ~. t <br />,~ <br />w. .. `.. <br />.. <br />"I } <br />i <br />~y J a <br />k .l' ", <br />vti~ <br />An alignment in the NC 54 corridor also can reduce Chapel Hill Transit (CHT) operating costs, or enable <br />CHT service to be expanded at no cost. In the NC 54 corridor, CHT runs approximately 24 vehicles in <br />rush hour service to serve the Friday Center and NC 54 park-and-ride lots, as well as buses serving the <br />more neighborhood-oriented "G" and "V" routes. With the NC 54/I-40 interchange being the primary <br />intercept point for east-of-Chapel Hill traffic (and much of southern Durham traffic), Alignments 1 or 2 <br />have the potential to pick up the work (and cost) of perhaps 50% to 75% of these buses. Selecting <br />Alignment 1 or Alignment 2 provides the Town of Chapel Hill with the choice of: <br />• Significantly re-deploying their vehicles for service in other corridors, such as the MlK corridor <br />or East Franklin/15-501 corridor, which were envisioned for enhanced bus service in the Chapel <br />Hill Transit Long Range Transit Plan study <br />• Creating feeder routes to link presently unserved or underserved neighborhoods in Chapel Hill <br />to the rail line <br />• Reducing the number of buses operating at peak periods in Chapel Hill and lower the burden of <br />the bus system on the Town budget <br />• A combination of all of the above <br />6 <br />