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Table 4. Station Area land with highest development or redevelopment potential (acreage) Station Orange County Durham County west of I-40 Durham County east of I-40 Total Amount of land in '/: mile radius circle Gateway 48 63 54 165 503 acres Leigh Village 0 214 27 241 503 acres Meadowmont 43 76 0 119 503 acres Hillmont 0 130 0 130 503 acres A comparison of assessed property values in Meadowmont to assessed values for an existing single family residential area north of Meadowmont suggests that land developed as a walkable, mixed- use development on the scale of Meadowmont would yield almost three times more property value and property tax revenue on a per-acre basis than land developed as suburban housing. Congestion Relief People traveling by car could receive benefits from the LRT if it results in fewer cars on area roads. Selected highway links on NC54 and US 15-501 were analyzed to show trip ends associated with the same 5 areas as the LRT ridership analysis: UNC-Chapel Hill, other Orange County zones, Duke University, other Durham zones and zones outside of Orange and Durham counties. Table 5 shows roadway users who might benefit due to people using the LRT investment. The version of the travel demand model used in this analysis (the one used for the 2035 Long Range Transportation Plan) did not show discernable impacts on roadway congestion from building the LRT. Table 5. Trip Ends by Roadway Segment US 15-501-West of I-40 NC 54 - W of Farrington Rd (each trip has 2trip-ends): Number % Number UNC-CH zones 7,690 6% 27,635 17% Otherzones in Orange County 52,294 39% 40,311 24% Duke University zones 4,684 3% 533 0•~ Otherzones in Durham County 50,398 37% 62,737 38% Zones outside of Durham and Orange Counties 19,446 14% 34,478 21% Total trip ends (trips = % this number): 134,513 100• 165,694 100% KEY POINTS: 1. Like transit riders, roadway users are widely distributed among the two counties; significant percentages also come from Chatham and Wake Counties, especially along NC54. 2. The traffic modeling results did not show any discernable congestion differences between building the LRT and the "no-build" alternative, so benefits to road users may be slight. IMPORTANT CAVEATS: 1. Results are for the Year 2035 and come from the Regional Transportation Model version used to develop the 2035 Long Range Transportation Plan, known as v4. Results, especially those for small segments of the transportation system, should be viewed as approximations. Page 18