TRAFFIC IMPACT ANALYSIS SHORTBREAD LOFTS 2009 MODIFICATION Chapel Hill, North Carolina

TRAFFIC IMPACT ANALYSIS SHORTBREAD LOFTS 2009 MODIFICATION Chapel Hill, North Carolina Prepared for: The Town of Chapel Hill, NC Prepared by: Architects-Engineers-Planners, Inc. November 2009

Traffic Impact Analysis Shortbread Lofts- 2009 Modification Chapel Hill, North Carolina TABLE OF CONTENTS... PAGE 1.0 Introduction... 1 1.1 Project Overview... 1 1.2 Site Location and Study Area... 1 1.3 Existing and Proposed Uses in Site Vicinity... 4 1.4 Existing and Committed Surface Transportation Network... 4 2.0 Existing Conditions... 8 2.1 Peak Hour Arterial Capacity Analysis... 8 2.2 Peak Hour Intersection Capacity Analysis... 8 3.0 Future Traffic Conditions without Proposed Development... 11 3.1 Background Traffic... 12 4.0 Proposed Project Traffic... 16 5.0 Future Traffic Forecasts with the Proposed Development... 22 6.0 Project Impacts... 24 6.1 Peak Hour Arterial Capacity Analysis... 25 6.2 Access Analysis... 26 6.3 Signal Warrant Analysis... 26 6.4 Signal Phasing Analysis... 26 6.5 Crash Analysis... 26 6.6 Progression Analysis... 27 6.7 Peak Hour Intersection Capacity Analysis... 27 6.8 Turn Lane Storage Requirements... 30 6.9 Sight Distance Analysis... 32 6.10 Appropriateness of Acceleration or Deceleration Lanes... 32 6.11 Pedestrian and Bicycle Analysis... 32 6.12 Public Transportation Analysis... 32 6.13 Special Analysis/Issues... 32 7.0 Mitigation Measures/ Recommendations... 33 7.1 Planned Improvements... 33 7.2 Background Committed Improvements... 33 7.3 Applicant Committed Improvements... 33 7.4 Recommended Improvements... 33 8.0 TECHNICAL APPENDIX... 34 i Architects-Engineers-Planners, Inc.

Traffic Impact Analysis Shortbread Lofts - 2009 Modification Chapel Hill, North Carolina LIST OF TABLES PAGE Table 1. Shortbread Lofts Site Components... 1 Table 2. Arterial Capacity Analysis 2009 Existing Conditions... 8 Table 3. Intersection Capacity Analysis 2009 Existing Traffic Conditions... 10 Table 4. Trip Generation Other Development Projects... 13 Table 5. Site Trip Generation Shortbread Lofts... 17 Table 5. Intersection Level of Service Criteria... 24 Table 6. Arterial Capacity Analysis 2013 No Build Traffic Conditions... 25 Table 7. Arterial Capacity Analysis 2013 Build Traffic Conditions... 25 Table 8. Number of Crashes by Type April 1, 2002 March 31, 2005... 27 Table 9. Intersection Capacity Analysis 2013 No Build Conditions... 29 Table 10. Intersection Capacity Analysis 2013 Build Conditions... 31 LIST OF FIGURES Figure 1. Project Site Plan... 2 Figure 2. Project Location... 3 Figure 3. 2009 Existing Traffic Conditions... 5 Figure 4. 2013 Background Traffic... 14 Figure 5. 2013 No Build Traffic Conditions... 15 Figure 6A. 2013 Site Traffic Distribution (Non-Retail)... 19 Figure 6B. 2013 Site Traffic Distribution (Retail)...20 Figure 7. 2013 Site Traffic Assignment... 21 Figure 8. 2013 Build Traffic Conditions... 23 ii Architects-Engineers-Planners, Inc.

Traffic Impact Analysis Shortbread Lofts- 2009 Modification Chapel Hill, North Carolina 1.0 INTRODUCTION The subject development is known as Shortbread Lofts Development and is located on Rosemary Street between Roberson Street and Church Street in Chapel hill, North Carolina. This report is a modification to the previous traffic impact analysis performed in March 2006. Table 1 compares the current and previous proposed development size and type. The development is divided into two portions and located on either side of Rosemary Street. On the south side of Rosemary Street, the proposed development would replace the existing 3,550 square feet of office space and 22 apartment units with 5,545 square feet of retail space, 104 apartments and a private parking lot with 48-spaces. This private parking lot would be leased out to businesses in the area. This portion of the development will have two driveways one each side of the development. The Driveway # 1 to be located on the eastern side of the proposed development would function as entrance for the retail portion of the development. The driveway # 2 to be location on the western side of the proposed development would function as exit for the retail space and entrance/exit for the residential space and private parking lot. On the north side of Rosemary Street, the existing 23 space parking lot would be replaced with a 19- space parking lot dedicated for the retail customers. This new parking lot would have one driveway. Both portions are expected to be built and occupied by 2012. A summary of the proposed Shortbread Lofts development is presented in Table 1 and is illustrated in Figure 1. Table 1. Shortbread Lofts Site Components Land Use 2006 Proposed Existing* Shortbread Lofts Development South of Rosemary Street 2013 Proposed Shortbread Lofts Development Apartments (number of units) 22 164 104 Office Space (s.f.) 3,550 0 0 Retail Space (s.f.) 0 6,500 5,545 Private Parking Spaces(number of spaces) 0 54 48 North of Rosemary Street Parking Lot for Retail Space (number of spaces) 23 30 19 * Note: The proposed development would demolish all the existing office/residential buildings and parking spaces. 1.1 Project Overview The modified plan proposes to replace 22 existing apartments units and 3,550 SF office space with 5,545 SF of retail space, 104 apartments and a private parking lot with 48 spaces. The project is expected to be completed and fully occupied by 2012. The site is located in the Town Center 2 (TC-2) zoning district, as indicated in the Town of Chapel Hill zoning map (see Figure 2). 1.2 Site Location and Study Area To determine the traffic impacts of the proposed site development on nearby roadways, traffic flow conditions were analyzed at four intersections: the intersection of Columbia Street at Rosemary Street, 1 Architects-Engineers-Planners, Inc.

R-4 ST R-4 R-3 R-4 MITCHELL LN ROBERSON ST TC-3-C R-2 TRINITY CT CARVER ST TC-2-C BROOKS ST LINDSAY ST STINSON ST CALDWELL ST McDADE ST TC-2-C R-4 ^ SHORTBREAD LOFTS SITE LONGVIEW ST CHURCH ST ROSEMARY ST TC-2 KENAN ST MALLETTE ST R-3 R-4 CARR ST TC-3-C STEPHENS ST OI-1 NC COLUMBIA ST FRANKLIN ST OI-1 MARTIN LUTHER KING, JR. BLVD R-6 NORTH ST R-6 TC-1 R-3 OI-1-C R-6 OI-3 OI-4 RO LEGEND Zoning NC TC-1 TC-2 TC-2-C IND OI-1 OI-2 OI-2-C OI-3 OI-4 R-2 R-3 R-4 R-6 Streets OI-1 GRAHAM ST ROBERSON ST R-3 IND R-6 ST R-4 OI-2 McCAULLEY ST OI-3 0 300 600 1,200 Feet SHORTBREAD LOFTS 2009 MODIFICATION TRAFFIC IMPACT ANALYSIS TOWN OF CHAPEL HILL RS&H ARCHITECTS-ENGINEERS-PLANNERS INC. CHARLOTTE, NORTH CAROLINA 3 Architects -Engineers-Planners Inc. PROJECT LOCATION FIGURE 2

Traffic Impact Analysis Shortbread Lofts- 2009 Modification Chapel Hill, North Carolina Church Street at Rosemary Street, Church Street at Franklin Street, and Rosemary Street at Roberson Street. 1.3 Existing and Proposed Uses in Site Vicinity The proposed project would be a redevelopment of general office/apartment space to retail and apartment usage. The site proposed for this development is bounded by other private residential/business developments to the east, west, and south and Rosemary Street to the north. Direct access to the site is via Rosemary Street. 1.4 Existing and Committed Surface Transportation Network The transportation network serving the project site and the surrounding area includes Rosemary Street, Columbia Street, Church Street, Roberson Street, and Franklin Street. Figure 3 shows the existing lane configuration and traffic-control (traffic signal or stop sign) at each of the intersections analyzed for this study. Columbia Street (NC 86) is a four-lane, north-south major arterial through the heart of Chapel Hill that connects the Town of Chapel Hill and NC 54 to the south with I-40 to the north. One block north of Rosemary Street, the roadway s name changes to Martin Luther King Jr. Boulevard. In the vicinity of Rosemary Street, Columbia Street has two through-lanes in each direction and a center lane for left-turning vehicles. The route has a posted speed limit of 35 miles per hour north of Rosemary Street and 25 miles per hour south of Rosemary Street. On street parking is permitted along the western side of Columbia Street south of its intersection with Rosemary Street. At its intersection with Rosemary Street, Columbia Street has an exclusive left-turn lane, an exclusive through lane, and a through lane shared with right-turning traffic on the northbound approach and an exclusive left-turn lane, two exclusive through lanes, and an exclusive right-turn lane on the southbound approach. Rosemary Looking northwest on Columbia Street at Rosemary Street. Street has an exclusive left-turn lane and one through-lane shared with right-turning movements on both westbound and eastbound approaches. The intersection is controlled by an actuated traffic signal. Rosemary Street is a two-lane, east-west minor arterial from which the proposed Shortbread Lofts development will have access. The roadway extends from Main Street to Glenburnie Street. In the vicinity of the proposed development, Rosemary Street has a posted speed limit of 25 miles per hour. On-street parking is prohibited in the site vicinity. On street parking is permitted along the northern side of Rosemary Street near the proposed site. The intersection of Columbia Street and Rosemary Street is described above. Looking north on Rosemary Street at Roberson Street. At its intersection with Church Street, Rosemary Street has an exclusive left-turn lane and one through-lane shared with right-turning movements on both westbound and eastbound approaches. Church Street has one through-lane with shared left and right- turning movements on both northbound and southbound approaches. The intersection is controlled by an actuated traffic signal. The intersection is controlled by an actuated traffic signal. 4 Architects-Engineers-Planners, Inc.

Traffic Impact Analysis Shortbread Lofts - 2009 Modification Chapel Hill, North Carolina At its intersection with Roberson Street, Rosemary Street has an exclusive left-turn lane and one throughlane shared with right-turning movements on the westbound approach. The eastbound approach has one through-lane shared with both left and right-turning movements. The intersection is controlled by an actuated traffic signal. Franklin Street is a four-lane, two-way, major east-west arterial through the Chapel Hill downtown. In the vicinity of the proposed development, Franklin Street has two through-lanes in each direction and a center lane for left-turning vehicles. The route has a posted speed limit of 35 miles per hour. On-street parking is prohibited in the site vicinity. At its intersection with Church Street, Franklin Street has an exclusive left-turn lane, an exclusive throughlane, and one through-lane shared with right-turning movements on both westbound and eastbound approaches. Church Street has one through-lane shared with both left and right-turning movements in the northbound and southbound directions. Church Street is a two-lane, two-way north-south collector Street. The roadway extends from Franklin Street to McMasters Street. In the vicinity of the proposed development, Church Street has a posted speed limit of 25 miles per hour. On-street parking is prohibited in the site vicinity. The intersections of Church Street/ Rosemary Street and Church Street/Franklin Street are described above. Roberson Street is a two-lane, two-way, north-south collector street. The roadway extends from Cameron Street to Mitchell Lane/McDade Street. In the vicinity of the proposed development, Roberson Street has a posted speed limit of 25 miles per hour. In the site vicinity, there is no on-street parking along Roberson Street. The intersection of Roberson Street and Rosemary Street is described above. Sidewalks Columbia Street and Franklin Street have continuous sidewalks on both sides of the roadway. Rosemary Street has a continuous sidewalk on southern and northern side with two exceptions. The exceptions are the segments of Rosemary Street east of its intersections with Mitchell Lane and Church Street do not have sidewalks for a distance of approximately 200 feet at each location in the northern side. Church Street has continuous sidewalks along both sides of the roadway south of its intersection with Rosemary Street. North of Rosemary Street, Church Street has continuous sidewalks along the western side only. Roberson Street has a continuous sidewalk on the eastern side of the roadway. All Existing mid-block crosswalk on Rosemary Street in front of the proposed site Bicycle Lanes four existing traffic signals in the study area have pedestrian signals and crosswalks. Also, Rosemary Street has a mid-block crosswalk in front of the office development in the proposed site. There are no bicycle lanes or bicycle facilities on any roadways in the study area. Bus Routes Chapel Hill Transit operates the following bus routes through the study area: Routes G, HS, NS, NU, T, JN, A and N along Columbia Street 6 Architects-Engineers-Planners, Inc.

Traffic Impact Analysis Shortbread Lofts - 2009 Modification Chapel Hill, North Carolina Routes A, JN, and CW along Rosemary Street Routes F, J and M along Franklin Street Also, the Triangle Transit Authority operates bus routes 402, 412, 403, 413, and 420 along Franklin Street and Columbia Street in the study area. Most of these routes serve the study area with 15 to 30 minute headways during the weekday peak periods with some routes serving the area in the weekday off-peak periods and weekends. There are several mid-block bus stops along Columbia Street, Rosemary Street and Franklin Street in the site vicinity. Routes A, JN and CW have mid-block bus stops on Rosemary Street near the proposed site. 7 Architects-Engineers-Planners, Inc.

Traffic Impact Analysis Shortbread Lofts - 2009 Modification Chapel Hill, North Carolina 2.0 EXISTING CONDITIONS The Existing Conditions capacity analysis included peak hour arterial capacity analysis and peak hour intersection capacity analysis. 2.1 Peak Hour Arterial Capacity Analysis Peak hour mid-block one-way capacity analyses were performed for the following three segments: Columbia Street north of Rosemary Street Rosemary Street west of Columbia Street Franklin Street west of Church Street The peak hour mid-block one-way volumes for Columbia Street, Franklin Street and Rosemary Street were obtained from the traffic counts performed for this study. Using these traffic volumes and capacity thresholds for the respective roadway type obtained from Chapel Hill Traffic Impact Analysis Guidelines, volume-to-capacity ratios (v/c ratio) were calculated for the study area roads. The mainline arterial capacity analysis indicates that the traffic demand on Columbia Street and Franklin Street flows at a volume-to-capacity ratio of 0.64 or less throughout the day, a good rate of flow. The traffic demand on Rosemary Street either approaches or exceeds the capacity limits during at least one peak hour of the day indicating a need for roadway improvements. Table 2 shows the results of the peak hour arterial capacity analysis for the 2009 Existing Conditions. Table 2. Arterial Capacity Analysis 2009 Existing Conditions Facility Type Major Arterial Minor Arterial Segment Columbia Street Franklin Street Rosemary Street No. of One-Way Traffic Volume v/c Ratio Direction of Lanes Threshold Middaday Mid- Travel (both Capacity* AM PM AM PM directions) Peak Peak Peak Peak Peak Peak Northbound 1,600 655 589 909 0.41 0.37 0.57 4 Southbound 1,600 1,029 616 724 0.64 0.39 0.45 Eastbound 1,600 471 618 731 0.29 0.39 0.46 4 Westbound 1,600 386 672 847 0.24 0.42 0.53 Eastbound 550 432 436 641 0.79 0.79 1.17 2 Westbound 550 441 438 604 0.80 0.80 1.10 * For major and minor arterials, analysis was performed using hourly traffic volumes per direction; Source: Guidelines for Traffic Impact Analysis, Town of Chapel Hill, October, 2001. 2.2 Peak Hour Intersection Capacity Analysis Peak hour intersection capacity analyses were performed for the following four intersections: Columbia Street at Rosemary Street Rosemary Street at Church Street Franklin Street at Church Street Rosemary Street at Roberson Street Because the highest traffic demand on area roads usually occurs during AM and PM peak hours with an additional peak hour due to lunch-time traffic, traffic was analyzed for the following time periods: between 7:00 and 9:00 A.M., 11:30 A.M. and 1:30 P.M., and 4:00 and 6:00 P.M. Traffic counts were conducted on Tuesday, January 24, 2006 and Wednesday, January 25, 2006 at the study intersections. The peak hour 8 Architects-Engineers-Planners, Inc.

Traffic Impact Analysis Shortbread Lofts - 2009 Modification Chapel Hill, North Carolina is defined as the highest four continuous 15-minute traffic counts. Based on the traffic counts collected for the above four intersections, the peak hours for the analysis are taken as follows: 7:45 AM -8:45 AM; 11:45AM 12:45 PM; and 4:45 PM 5:45 PM. The 2009 peak hour volumes were developed by growing the 2006 field counts at a growth rate of two percent per year. Figure 3 also shows the 2009 intersection turning-movement counts for the weekday AM, Mid-day, and PM peak hours. Columbia Street and Rosemary Street: At the intersection of Columbia Street and Rosemary Street, the signalized intersection capacity analysis indicates that the traffic demand at this intersection flows at Level of Service D or better throughout the day, an acceptable rate of traffic flow. Rosemary Street and Church Street: At the intersection of Rosemary Street and Church Street, the signalized intersection capacity analysis indicates that the intersection as a whole functions at Level of Service of B or better throughout the day, a very good rate of flow. Rosemary Street eastbound and westbound approaches function without any delay (Level of Service A) throughout the day. Church Street northbound and southbound approaches function at Level of Service D or E during the peak hours of the day. It should be noted that the traffic demand on Church Street is minimal (less than 200 vehicles per hour) and the delay is caused by the long cycle length. Franklin Street and Church Street: At the intersection of Franklin Street and Church Street, the signalized intersection capacity analysis indicates that the intersection as a whole functions without any delay at Level of Service A. Rosemary Street eastbound and westbound approaches function at Level of Service B or better throughout the day, a very good rate of traffic flow. Church Street northbound and southbound approaches function at Level of Service D or better throughout the day, an acceptable rate of flow. Rosemary Street and Roberson Street: At the intersection of Rosemary Street and Roberson Street, the signalized intersection capacity analysis indicates that the intersection as a whole functions without delay at Level of Service A. Rosemary Street eastbound and westbound approaches function without delay at Level of Service A. Roberson Street northbound and southbound approaches function at Level of Service D or better throughout the day, an acceptable rate of flow. Table 3 summarizes the intersection capacity analyses for the 2009 Existing Conditions. 9 Architects-Engineers-Planners, Inc.

Traffic Impact Analysis Shortbread Lofts - 2009 Modification Chapel Hill, North Carolina Table 3. Intersection Capacity Analysis 2009 Existing Traffic Conditions Intersection Columbia Street at Rosemary Street (Signalized Intersection) Rosemary Street at Church Street (Signalized Intersection) Franklin Street at Church Street (Signalized Intersection) Rosemary Street at Roberson Street (Signalized Intersection) Traffic Movement AM Level of Service Midday AM PM V/C Ratio Midday Overall Intersection C C C N/A N/A N/A Eastbound Westbound Northbound Southbound PM L C B C 0.57 0.39 0.62 TR B B C 0.34 0.40 0.53 L C D D 0.08 0.25 0.43 TR D D D 0.70 0.77 0.76 L C C C 0.14 0.16 0.18 TR B C C 0.29 0.34 0.50 L C C C 0.22 0.24 0.20 T C C C 0.45 0.27 0.37 R A A A 0.22 0.15 0.17 Overall Intersection B B B N/A N/A N/A Eastbound Westbound L A A A 0.03 0.03 0.04 TR A A A 0.25 0.29 0.39 L A A A 0.08 0.08 0.17 TR A A A 0.24 0.29 0.42 Northbound LTR D E E 0.59 0.68 0.78 Southbound LTR D D D 0.52 0.57 0.69 Overall Intersection A A B N/A N/A N/A Eastbound Westbound L A A B 0.12 0.19 0.43 TR A A A 0.15 0.21 0.24 L A A A 0.01 0.03 0.01 TR A A A 0.14 0.27 0.34 Northbound LTR D C B 0.04 0.15 0.08 Southbound LTR C D D 0.53 0.73 0.76 Overall Intersection A A A N/A N/A N/A Eastbound LTR A A A 0.30 0.27 0.36 Westbound L A A A 0.04 0.06 0.08 TR A A A 0.12 0.24 0.42 Northbound LTR C C C 0.41 0.38 0.52 Southbound LTR D C C 0.35 0.11 0.34 N/A - Not Applicable 10 Architects-Engineers-Planners, Inc.

Traffic Impact Analysis Shortbread Lofts - 2009 Modification Chapel Hill, North Carolina 3.0 FUTURE TRAFFIC CONDITIONS WITHOUT PROPOSED DEVELOPMENT Future traffic flow conditions without the proposed Shortbread Lofts development are analyzed to provide a benchmark from which the effects of the proposed project s traffic can be measured. This is called the No Build Conditions. The future analysis year is projected to be 2013: one year after the Shortbread Lofts is expected to be completed and fully occupied. The No Build Conditions traffic projections include traffic generated by all other development projects in the area that are already approved but not yet built. The Town of Chapel Hill identified three off-site development projects that should be included in this analysis: Greenbridge Development Parking Lot # 5 Chapel Hill-Carrboro City Elementary School The Greenbridge Development Plan is a proposed development project located on Rosemary Street between Merritt Mill Road and Graham Street. The proposed development will replace the existing community building, an eight-room rooming house, one single family home, and twelve apartment units with 40,000 square feet of retail space and 103 multi-family residential dwelling units totaling 200,000 square feet. The Greenbridge Development will also include 210 parking spaces, all of which will be located below grade, under the proposed development. The Parking Lot #5 is located on the southeast corner of the intersection of Rosemary Street with Church Street. The Parking Lot #5 will replace 165 surface parking spaces with 396 parking spaces serving 151 residential dwelling units and 24,621 square feet of retail space, as well as continuing to provide public parking. A new Chapel Hill Carrboro City Elementary School is proposed near the intersection of Caldwell Street and Church Street in Chapel Hill, North Carolina. The proposed Chapel Hill Elementary School would replace the existing child care center and would have 585 students 88 staff members. No other development that have been approved but not yet built in Chapel Hill has been identified that would affect traffic flow in the site vicinity. 11 Architects-Engineers-Planners, Inc.

Traffic Impact Analysis Shortbread Lofts - 2009 Modification Chapel Hill, North Carolina 3.1 Background Traffic The No Build or background traffic assignment is a two-step process. First, the 2009 existing traffic on area roads was increased by a growth rate of two percent per year for four years to obtain future background traffic volumes 1. Second, traffic generated by other development projects that have not yet been completed was added to the background traffic. Traffic for the approved development projects is estimated as follows. Trip Generation: The AM, Mid-day, and PM traffic generation for the above three other development projects were obtained directly from their respective Traffic Impact Analysis reports 2. The trips generated by each of these developments are shown in Table 4 and Figure 4. Trip Distribution: The traffic distribution for the development projects was obtained from the respective traffic studies. Modal Split: Although there are bus routes on Columbia Street, Franklin Street and Rosemary Street, this study conservatively assumes that all site travel is via auto. Any transit travel generated by other development projects would decrease the number of auto trips and improve the traffic conditions projected by this study. Trip Assignment: Off-site traffic is assigned to area roads using the trip distribution described in the traffic studies cited above. Figure 5 illustrates the No Build traffic conditions. 1 The background traffic growth rate was obtained from the Town of Chapel Hill Traffic Engineering Office. 2 Greenbridge Development, RS&H, June 2006. Parking Lot # 5 and Wallace Deck Traffic Impact Study, HNTB, April 2006. Chapel Hill Elementary School, RS&H, April, 2009. 12 Architects-Engineers-Planners, Inc.

Traffic Impact Analysis Shortbread Lofts - 2009 Modification Chapel Hill, North Carolina Table 4. Trip Generation Other Development Projects Weekday (veh. per day) AM Peak Hour (veh. per hour) Mid-day Peak Hour (veh. per hour) PM Peak Hour (veh. per hour) Land Use Size Inbound Outbound Inbound Outbound Inbound Outbound Inbound Outbound Greenbridge Development Parking Lot # 5 Chapel Hill Elementary School 40,000 square feet of retail space and 103 residential dwelling units 231 new public parking spaces, 151 residential dwelling units and 24,621 square feet of retail space 585 Students and 88 Employees 2,178 2,178 66 83 196 196 195 197 1,204 1,202 43 58 90 116 101 158 124 124 231 157 93 93-45 33 Source: Greenbridge Development, RS&H, June 2006. Parking Lot # 5 and Wallace Deck Traffic Impact Study, HNTB, April 2006. Chapel Hill Elementary School, RS&H, April, 2009 Looking at the southwest corner of the Shortbread Lofts Development, adjacent to Rosemary Street. 13 Architects-Engineers-Planners, Inc.

Traffic Impact Analysis Shortbread Lofts - 2009 Modification Chapel Hill, North Carolina 4.0 PROPOSED PROJECT TRAFFIC The proposed Shortbread Lofts development would replace the existing 3,550 square feet of office space and 22 apartment units with 5,545 square feet of retail space and 104 units of high-rise residential lots. This portion of the development would have two two-lane driveways: one entrance and one exit. In order to present a conservative approach, the fitness center was also considered as a retail development in this traffic impact study. On the north side of Rosemary Street, the development has a 19-space parking lot dedicated for customers of the retail development. The new parking lot would have one driveway with access to Rosemary Street. Trip Generation: To determine the additional trips that will added by the proposed development to the roadway network, the number of trips generated by the existing development are subtracted from the number of trips that will be generated by the proposed Shortbread Lofts development. The number of trips generated by the existing development and the trips generated by the proposed development are estimated using trip generation rates/equations for High-Rise Apartment (Code 222), Shopping Center (Code 820), Apartments (Code 220) and General Office Buildings (710) from the ITE Trip Generation Manual 3. This study developed the number of daily, AM and PM peak hour trips generated and the trip generation rates for the above land uses from the trip generation formulas in the various categories. The Mid-day traffic was assumed to be the same volume as the PM peak hour except that the traffic is split evenly between inbound and outbound directions. For the existing and proposed private parking lots, a trip rate of 3.0 trips per space per day is used of which 25% each are assigned during the AM, Mid-day and PM peak hours. The peak hour directional split for these trips is assumed as 80% entering and 20% exiting during AM peak hour, 50% entering and 50% exiting during Mid-day peak hour, and 20% entering and 80% exiting during PM peak hour. The existing development would generate 350 vehicle trips per day. The proposed Shortbread Lofts development would generate 1,756 trips per day, which is an additional 1,406 vehicle trips per day. Of these 1,406 additional trips added to the study area roadways, 61 vehicle trips would occur during the AM peak hour, 124 vehicle trips during the Mid-day peak hour, and 126 vehicle trips during the PM peak hour. Table 5 shows the trip rates and the number of trips generated by the existing development on the site, trips generated by the proposed Shortbread Lofts development, and finally the number of trips added to the road network by the proposed development. Looking north on Rosemary Street at Church Street. Looking west on Rosemary Street at Church Street. 3 Trip Generation published by the Institute of Transportation Engineers (ITE), 7 th Edition, Washington, D.C., 2003. 16 Architects-Engineers-Planners, Inc.

Traffic Impact Analysis Shortbread Lofts - 2009 Modification Chapel Hill, North Carolina Table 5. Site Trip Generation Shortbread Lofts TRIP GENERATION RATES Land Use Weekday (veh. per 1000 sf per day) AM Peak Hour (veh. per 1000 sf per day) Mid day Peak Hour (veh. per 1000 sf per day) PM Peak Hour (veh. per 1000 sf per day) Size Inbound Outbound Inbound Outbound Inbound Outbound Inbound Outbound Apartments (to be removed) 22 units 5.82 5.82 0.14 0.55 0.68 0.68 0.86 0.45 Office Space (to be removed) 3,550 s.f. 5.63 5.63 1.41 0.28 0.85 0.85 0.28 1.13 Apartments (new) 104 units 2.77 2.77 0.08 0.23 0.22 0.22 0.27 0.17 Retail (new) 5,545 s.f. 93.42 93.42 3.07 1.98 8.30 8.30 8.12 8.48 Private Parking Lot (new) 48 spaces 1.50 1.50 0.60 0.15 0.38 0.38 0.15 0.60 Private Parking Lot (to be removed) 18 spaces 1.50 1.50 0.61 0.17 0.39 0.39 0.17 0.61 TRIP GENERATION VOLUMES Land Use Weekday (veh. per day) AM Peak Hour (veh. per hour) Mid day Peak Hour (veh. per hour) PM Peak Hour (veh. per hour) Size Inbound Outbound Inbound Outbound Inbound Outbound Inbound Outbound Apartments (to be removed) 22 units -128-128 -3-12 -15-15 -19-10 Office Space (to be removed) 3,550 s.f. -20-20 -5-1 -3-3 -1-4 Apartments (new) 104 units 288 288 8 24 23 23 28 18 Retail (new) 5,545 s.f. 518 518 17 11 46 46 45 47 Private Parking Lot (new) 48 spaces 72 72 29 7 18 18 7 29 Private Parking Lot (to be removed) 18 spaces -27-27 -11-3 -7-7 -3-11 New Trips added to the Road Network 703 703 35 26 62 62 57 69 17 Architects-Engineers-Planners, Inc.

Adjustments to Trip Generation Rates Pass-by Trips: There is no adjustment for pass-by trips for the proposed site land uses. Traffic Impact Analysis Shortbread Lofts - 2009 Modification Chapel Hill, North Carolina Internal Capture: Because the amount of new apartment and retail space is small, it is assumed that none of the trips generated by the proposed new development would remain within the site. Modal Split: The site is presently served by transit on Columbia Street, Franklin Street and Rosemary Street. However, to present a conservative approach, this study assumes that all site travel is via auto. Trip Generation Budget: As the proposed development will be completed in a single phase, no trip generation budget is used. Trip Distribution: The proposed site traffic was distributed to area roads on the basis of current travel patterns developed from the traffic counts in the study area. Since there is additional parking for the retail customers on the north of Rosemary Street, traffic attracted by the retail development is distributed based on the proportion of the parking spaces north and south of Rosemary Street (see Figure 6B). Figure 6A shows the traffic distribution for the non-retail development. Trip Assignment: The proposed site traffic is assigned to area roads using the trip distribution. Figure 7 illustrates the site trip assignment with traffic generated from the proposed construction of Shortbread Lofts. 18 Architects-Engineers-Planners, Inc.

Traffic Impact Analysis Shortbread Lofts - 2009 Modification Chapel Hill, North Carolina 5.0 FUTURE TRAFFIC FORECASTS WITH THE PROPOSED DEVELOPMENT To obtain future traffic volumes with the proposed construction of Shortbread Lofts, new traffic generated by the development is added to the No Build or future traffic conditions without the new development. Figure 8 illustrates the total traffic volume with the proposed construction of Shortbread Lofts for the year 2013. Looking southwest on Franklin Street at Church Street. Looking northeast on Franklin Street at Church Street. 22 Architects-Engineers-Planners, Inc.

Traffic Impact Analysis Shortbread Lofts - 2009 Modification Chapel Hill, North Carolina 6.0 PROJECT IMPACTS Traffic flow through an intersection is affected by the volume of traffic, by the intersection geometry and by the traffic control device. These intersection-specific characteristics are used to define two measures of congestion: the average vehicle delay time and the Level of Service (LOS). At intersections with signals, six levels of service -- from A to F -- are related to vehicle delay, with Level of Service A representing no congestion; Level of Service E representing long delays; and Level of Service F representing excessive delays with vehicles having to wait several signal cycles to clear an intersection. Table 5 summarizes the Level of Service criteria. Table 5. Intersection Level of Service Criteria Level of Service Mean Delay Time per Vehicle (seconds) With Signal Without Signal Description A Less than 10 Less than 10 Little or no delay B 10 to 20 10 to 15 Short traffic delays C 20 to 35 15 to 25 Average traffic delays D 35 to 55 25 to 35 Longer but acceptable delays E 55 to 80.0 35 to 50 Very long traffic delays F More than 80.0 More than 50 Unacceptably long traffic delays Source: Highway Capacity Manual, Special Report 209, Transportation Research Board, Washington, D.C., 2000. At intersections with signals, while Level of Service is related to capacity, and the volume-to-capacity (V/C) ratio is one of the parameters used in calculating Level of Service, the relationship is not a simple one. Signal cycle lengths, the quality of vehicle progression through adjacent intersections with signals and green signal time can affect the levels of service without varying the V/C ratio. It is possible therefore, to have an intersection operating with a V/C ratio of 1.0 (i.e. capacity), while maintaining relatively low average delay times because of efficient intersection operating conditions, i.e., orderly progression, short cycle length, etc. Similarly, poor operating conditions could result in Level of Service F (i.e. long delays to traffic) with V/C ratios considerably below 1.0 (capacity). Therefore, the designation of Level of Service F does not automatically imply that the intersection, approach, or lane group is overloaded, nor does a Level of Service in the A to E range automatically imply that the intersection is operating efficiently. At intersections without signals, Level of Service is evaluated for left-turning traffic from the main road and for all traffic on the minor street. It should be noted that the unsignalized intersection capacity analysis is extremely conservative. That is, if traffic on an approach is predicted to flow at Level of Service F (over capacity), then the intersection should be monitored to determine if a traffic signal on other intersection improvements are needed. In some cases, gaps in the traffic stream created by upstream and downstream signals will enable traffic at nearby unsignalized intersections to flow with little or no delay. This may not be reflected in the technical analysis. 24 Architects-Engineers-Planners, Inc.

Traffic Impact Analysis Shortbread Lofts - 2009 Modification Chapel Hill, North Carolina The following factors have been used in the intersection capacity analyses: Ideal saturation flow rate is 1,900 passenger cars per hour per lane (PCPH). Peak hour factor is 0.90. 6.1 Peak Hour Arterial Capacity Analysis The 2013 peak hour arterial capacity analysis indicates that the traffic demand on Columbia Street and Franklin Street would flow at a volume-to-capacity ratio of 0.73 or less throughout the day, a good rate of flow. The traffic demand on Rosemary Street would exceed the capacity limits during more demand than one peak hour of the day both in the 2013 No Build and Build Conditions. Table 6 and Table 7 show the results of the peak hour arterial capacity analysis for the 2013 No Build and Build Conditions respectively. The University Square on Franklin Street at Church Street. Table 6. Arterial Capacity Analysis 2013 No Build Traffic Conditions Facility Type Major Arterial Minor Arterial Segment Columbia Street Franklin Street Rosemary Street Direction of Travel No. of Lanes (both directions) Threshold Capacity* One-Way Traffic Volume AM Peak Mid-day Peak PM Peak AM Peak v/c Ratio Mid-day Peak PM Peak Northbound 1,600 753 671 1,012 0.47 0.42 0.63 4 Southbound 1,600 1,152 704 815 0.72 0.44 0.51 Eastbound 1,600 514 684 808 0.32 0.43 0.51 4 Westbound 1,600 424 748 946 0.27 0.47 0.59 Eastbound 550 560 621 859 1.02 1.13 1.56 2 Westbound 550 552 589 768 1.00 1.07 1.40 Facility Type Major Arterial Minor Arterial Segment Columbia Street Franklin Street Rosemary Street Direction of Travel Table 7. Arterial Capacity Analysis 2013 Build Traffic Conditions No. of Lanes (both directions) Threshold Capacity* One-Way Traffic Volume AM Peak Mid-day Peak PM Peak AM Peak v/c Ratio Mid-day Peak PM Peak Northbound 1,600 766 697 1,040 0.48 0.44 0.65 4 Southbound 1,600 1,168 730 839 0.73 0.46 0.52 Eastbound 1,600 517 688 812 0.32 0.43 0.51 4 Westbound 1,600 426 752 950 0.27 0.47 0.59 Eastbound 550 589 682 925 1.07 1.24 1.68 2 Westbound 550 590 650 824 1.07 1.18 1.50 * For major and minor arterials, analysis was performed using hourly traffic volumes per direction; Source: Guidelines for Traffic Impact Analysis, Town of Chapel Hill, October, 2001. 25 Architects-Engineers-Planners, Inc.

Traffic Impact Analysis Shortbread Lofts - 2009 Modification Chapel Hill, North Carolina 6.2 Access Analysis The proposed development will have two driveways one each side of the development. The Driveway # 1 to be located on the eastern side of the proposed development would function as entrance for the retail portion of the development. The driveway # 2 to be location on the western side of the proposed development would function as exit for the retail space and entrance/exit for the residential space and private parking lot. On the north side of Rosemary Street, the proposed 19-space parking lot would have one driveway. 6.3 Signal Warrant Analysis No new signal warrant analysis was conducted for any intersections in the study area. 6.4 Signal Phasing Analysis The intersections analyzed for this study have multi-phase signal controllers that can accommodate variations in traffic flow. 6.5 Crash Analysis Crash analysis presented below is obtained from the 2006 traffic impact analysis report of this project. No new crash data collection or crash analysis was performed for this report. Crash data were obtained from the North Carolina Department of Transportation (NCDOT) for the 36- month period (3 years) from October 1, 2002 to September 30, 2006 for the locations most likely to be impacted by the proposed development. These locations include the segment of Rosemary Street between Graham Street and Henderson Street and the following four intersections: Columbia Street at Rosemary Street Rosemary Street at Church Street Franklin Street at Church Street Rosemary Street at Roberson Street On Rosemary Street between Graham Street and Henderson Street, 87 crashes were reported during the three-year study period. Of these, 37 were angle/left/right-turning crashes and 24 were rear end crashes. Ranking segments by crash rate is a standard method used by NCDOT to identify the high crash locations. The statewide average crash rate for secondary roadways in urban area is 407.28 crashes per 100 million vehicle miles of travel. The crash analysis report obtained from NCDOT for this segment reported the crash rate for this segment as approximately 1,160 crashes per 100 million vehicle miles of travel, which is more than twice the statewide average crash rate. The possible causes of these crashes could be attributed to numerous driveways/intersections along the street. The highest number of crashes in the study area occurred at the intersection of Columbia Street and Rosemary Street. During the three-year period, 26 crashes (approximately 9 crashes per year) were reported. Of these, 14 were angle/left-turn/right-turning crashes and seven were rear end crashes. The possible causes of these crashes might be attributed to the steep grade along southbound Columbia Street approaching the intersection. Also, the angle/left/right-turning crashes are likely the result of impatient drivers who misjudge the speed of oncoming traffic. With a signal already in place, no other cost-effective mitigation measures would be likely to reduce the number of crashes at this intersection. Twelve crashes were reported at the intersection of Rosemary Street and Church Street. Of these, seven involved angle/left/right-turning maneuvers and two involved rear end crashes. This low crash rate of about four crashes per year indicates that there are no safety concerns at this intersection. A total of eleven crashes were reported at the intersection of Franklin Street and Church Street, less than four crashes per year. Of these, six were result of angle/left/right-turning movements and three were rear 26 Architects-Engineers-Planners, Inc.

Traffic Impact Analysis Shortbread Lofts - 2009 Modification Chapel Hill, North Carolina end crashes. A pedestrian was killed in a crash in 2002. The Town of Chapel Hill and NCDOT installed a traffic signal at this intersection since then to better the safety at this loction. This would provide safer conditions for pedestrians crossing heavily traveled Franklin Street at this intersection. At the intersection of Rosemary Street and Roberson Street, five crashes were reported: three rear end, one angle and one pedestrian. This low crash rate of less than two per year indicates that the intersection is safe today. Overall, the crash data shows that the travel conditions in the study area are relatively safe today. Table 8 presents the number of crashes by type in the study area and the additional traffic generated by the proposed project will have little effect on safety conditions in the study area. Table 8. Number of Crashes by Type April 1, 2002 March 31, 2005 TOTAL Rear-end Sideswipe Angle Other* Intersections Columbia Street at Rosemary Street 26 7 2 14 3 Rosemary Street at Church Street 12 2 1 7 2 Franklin Street at Church Street 11 3-6 2 Rosemary Street at Roberson Street 5 3-1 1 Roadway Segments Rosemary Street between Graham Street and Henderson Street 87 24 8 37 18 * Other crashes include crashes caused by side-swipe, running-off the road, collisions with animal, parked vehicle, head on, overturn, backing up, pedal cyclist or pedestrian. Source: Collision Data, North Carolina Department of Transportation from October 1, 2002 to September 30, 2005 6.6 Progression Analysis The four signalized intersections in the study area are analyzed as isolated intersections; therefore no Progression Analysis was conducted as part of this study. 6.7 Peak Hour Intersection Capacity Analysis A comparison of the 2013 traffic flow conditions without the proposed project (the No Build Conditions) to the 2013 traffic flow conditions with the proposed project in place (the Build Conditions) determines the impacts of the proposed project on the surrounding roadway network. 2013 No Build Conditions Columbia Street and Rosemary Street: At the intersection of Columbia Street and Rosemary Street, the signalized intersection capacity analysis indicates the traffic demand at this intersection would flow at Level of Service D or better throughout the day, an acceptable rate of traffic flow with one exception. The exception is the westbound through shared with right-turning movement, which would flow at Level of Service D during the AM peak hour and Level of Service E during the Mid-day and PM peak hours, indicating a need for roadway improvements. Rosemary Street and Church Street: At the intersection of Rosemary Street and Church Street, the signalized intersection capacity analysis indicates that the intersection as a whole would function at Level of Service of B or better throughout the day, a very good rate of flow. Rosemary Street eastbound and westbound approaches would function without delay (Level of Service A) throughout the day. Church Street northbound and southbound approaches would continue to function at Level of Service D or E during the peak hours of the day. 27 Architects-Engineers-Planners, Inc.

Traffic Impact Analysis Shortbread Lofts - 2009 Modification Chapel Hill, North Carolina Franklin Street and Church Street: At the intersection of Franklin Street and Church Street, the signalized intersection capacity analysis indicates that the intersection as a whole would function at Level of Service B or better throughout the day, a very good rate of flow. Rosemary Street eastbound and westbound approaches would function at Level of Service B or better throughout the day, a very good rate of traffic flow. Church Street northbound and southbound approaches would function at Level of Service D or better throughout the day, an acceptable rate of flow. Rosemary Street and Roberson Street: At the intersection of Rosemary Street and Roberson Street, the signalized intersection capacity analysis indicates that the intersection as a whole would function at Level of Service B or better throughout the day, a very good rate of flow. Rosemary Street eastbound and westbound approaches would function without delay at Level of Service A. Roberson Street northbound and southbound approaches would function at Level of Service D or better throughout the day, an acceptable rate of flow. In summary, the 2013 No Build traffic flow conditions would be similar to the 2009 Existing traffic flow conditions. The intersection capacity analyses for the 2013 No Build Conditions are summarized in Table 9. 28 Architects-Engineers-Planners, Inc.

Traffic Impact Analysis Shortbread Lofts - 2009 Modification Chapel Hill, North Carolina Table 9. Intersection Capacity Analysis 2013 No Build Conditions Intersection Columbia Street at Rosemary Street (Signalized intersection) Rosemary Street at Church Street (Signalized intersection) Franklin Street at Church Street (Signalized intersection) Rosemary Street at Roberson Street (Signalized intersection) Traffic Movement Level of Service AM PM AM v/c Ratio Midday Midday Overall Intersection C C C N/A N/A N/A Eastbound Westbound Northbound Southbound PM L C C D 0.64 0.51 0.84 TR B C C 0.43 0.56 0.71 L C D D 0.08 0.27 0.49 TR D E E 0.80 0.92 0.90 L C C C 0.21 0.22 0.23 TR C C C 0.38 0.43 0.57 L C C C 0.31 0.34 0.27 T C C C 0.56 0.34 0.43 R A A A 0.27 0.19 0.22 Overall Intersection B B B N/A N/A N/A Eastbound Westbound L A A A 0.05 0.05 0.05 TR A A A 0.31 0.37 0.49 L A A A 0.11 0.14 0.30 TR A A A 0.32 0.40 0.53 Northbound LTR D E E 0.70 0.74 0.80 Southbound LTR E E E 0.83 0.78 0.82 Overall Intersection A B B N/A N/A N/A Eastbound Westbound L A A B 0.14 0.23 0.56 TR A A A 0.17 0.25 0.28 L A A A 0.01 0.03 0.02 TR A A A 0.16 0.30 0.39 Northbound LTR D C B 0.26 0.17 0.04 Southbound LTR D D D 0.63 0.78 0.79 Overall Intersection A A B N/A N/A N/A Eastbound LTR A A A 0.36 0.35 0.45 Westbound L A A A 0.05 0.07 0.10 TR A A A 0.16 0.32 0.52 Northbound LTR C C C 0.44 0.40 0.55 Southbound LTR D C C 0.37 0.12 0.36 N/A Not Applicable 29 Architects-Engineers-Planners, Inc.

Traffic Impact Analysis Shortbread Lofts - 2009 Modification Chapel Hill, North Carolina 2013 Build Conditions Columbia Street and Rosemary Street: At the intersection of Columbia Street and Rosemary Street, the signalized intersection capacity analysis indicates the traffic demand at this intersection would function at Level of Service D or better throughout the day, an acceptable rate of traffic flow with one exception. The exception is the westbound through shared with right-turning movement which, would function at Level of Service E during the peak hours of the day, same as under the 2013 No Build Conditions. Rosemary Street and Church Street: At the intersection of Rosemary Street and Church Street, the signalized intersection capacity analysis indicates that the intersection as a whole would function at Level of Service of B or better throughout the day, a very good rate of flow. Rosemary Street eastbound and westbound approaches would function without any delay (Level of Service A) throughout the day. Church Street northbound and southbound approaches would function at Level of Service D or E during the peak hours of the day, same as under the 2013 No Build Conditions. Franklin Street and Church Street: At the intersection of Franklin Street and Church Street, the signalized intersection capacity analysis indicates that the intersection as a whole would function at Level of Service B or better throughout the day, a very good rate of flow. Rosemary Street eastbound and westbound approaches would function at Level of Service B or better throughout the day, a very good rate of traffic flow. Church Street northbound and southbound approaches would function at Level of Service D or better throughout the day, an acceptable rate of flow, same as under the 2013 No Build Conditions. Rosemary Street and Roberson Street: At the intersection of Rosemary Street and Roberson Street, the signalized intersection capacity analysis indicates that the intersection as a whole would function at Level of Service B or better throughout the day, a very good rate of flow. Rosemary Street eastbound and westbound approaches would function without delay at Level of Service A. Roberson Street northbound and southbound approaches would function at Level of Service D or better throughout the day, an acceptable rate of flow, same as under the 2013 No Build Conditions. Rosemary Street and Driveway # 1: At the intersection of Rosemary Street and Driveway # 1, the unsignalized intersection capacity analysis indicates that all the turning movements at stop conditions would flow at Level of Service A (without any delay). Rosemary Street and Parking Lot Driveway: At the intersection of Rosemary Street and Parking Lot Driveway, the unsignalized intersection capacity analysis indicates that all the turning movements at stop conditions would flow at Level of Service D or better throughout the day, an acceptable rate of flow. Rosemary Street and Driveway # 2: At the intersection of Rosemary Street and Driveway # 2, the unsignalized intersection capacity analysis indicates that all the turning movements at stop conditions would flow at Level of Service D or better throughout the day, an acceptable rate of flow. In summary, the proposed Shortbread Lofts development would have minimal impact on the traffic flow conditions. The intersection capacity analyses for the 2013 Build Conditions are summarized in Table 10. 6.8 Turn Lane Storage Requirements The capacity analysis indicates that no separate left-turn lanes or additional storage lengths will be necessary at any of the intersections analyzed for this study. 30 Architects-Engineers-Planners, Inc.

Traffic Impact Analysis Shortbread Lofts - 2009 Modification Chapel Hill, North Carolina Table 10. Intersection Capacity Analysis 2013 Build Conditions Intersection Columbia Street at Rosemary Street (Signalized intersection) Rosemary Street at Church Street (Signalized intersection) Franklin Street at Church Street (Signalized intersection) Rosemary Street at Roberson Street (Signalized intersection) Rosemary Street at Driveway # 1 (Unsignalized intersection) Rosemary Street at Parking Lot Driveway (Unsignalized intersection) Rosemary Street at Driveway # 2 (Unsignalized intersection) Level of Service v/c Ratio Traffic Movement Middaday Mid- AM PM AM PM Overall Intersection C C C N/A N/A N/A Eastbound L C C D 0.68 0.59 0.92 TR B C C 0.45 0.60 0.75 Westbound L C D D 0.08 0.27 0.51 TR E E E 0.81 0.94 0.90 Northbound L C C C 0.30 0.30 0.33 TR C C C 0.38 0.43 0.58 L C C C 0.31 0.35 0.28 Southbound T C C C 0.57 0.34 0.44 R A A A 0.28 0.22 0.25 Overall Intersection B B B N/A N/A N/A Eastbound L A A A 0.05 0.06 0.06 TR A A A 0.34 0.43 0.55 Westbound L A A A 0.11 0.16 0.34 TR A A A 0.35 0.45 0.58 Northbound LTR D E E 0.71 0.75 0.81 Southbound LTR E E E 0.83 0.76 0.79 Overall Intersection A B B N/A N/A N/A Eastbound L A A B 0.14 0.25 0.58 TR A A A 0.17 0.25 0.28 Westbound L A A A 0.01 0.03 0.02 TR A A A 0.16 0.30 0.40 Northbound LTR D C B 0.27 0.17 0.06 Southbound LTR D D D 0.64 0.78 0.80 Overall Intersection A A B N/A N/A N/A Eastbound LTR A A A 0.37 0.36 0.47 Westbound L A A A 0.05 0.07 0.11 TR A A A 0.17 0.33 0.54 Northbound LTR C C C 0.44 0.40 0.55 Southbound LTR D C C 0.37 0.12 0.36 Westbound LT A A A 0.01 0.03 0.03 Eastbound L A A A 0.01 0.01 0.01 Northbound L C C D 0.01 0.04 0.06 R A B B 0.01 0.01 0.01 Westbound L A A A 0.03 0.03 0.03 Northbound L C C D 0.04 0.10 0.12 R B B B 0.06 0.12 0.14 N/A Not Applicable 31 Architects-Engineers-Planners, Inc.

Traffic Impact Analysis Shortbread Lofts - 2009 Modification Chapel Hill, North Carolina 6.9 Sight Distance Analysis At the intersections of Rosemary Street with the site driveways, the required intersection sight distance is 240 feet for right-turns from a stopped position and 280 feet for left-turns from a stopped position. According to the proposed site plan, there appears to be no obstructions blocking the driver s view of potentially conflicting vehicles. There is no sight distance problem at the intersections of Rosemary Street and the proposed site driveways. 6.10 Appropriateness of Acceleration or Deceleration Lanes The speed limit on Rosemary Street, the roadway to which the proposed development will have direct access is low (25 miles per hour) indicating that there is no need for acceleration/ deceleration lanes at the proposed site driveway. 6.11 Pedestrian and Bicycle Analysis All of the study area roads have sidewalks at least on one side of the roadway and all of the major signalized intersections in the study area have a pedestrian signal phase. The proposed project will have sidewalks on both sides of the street. Rosemary Street, which provides direct access to the proposed site, has continuous sidewalks along both sides with two exceptions. The exceptions are the segments of Rosemary Street east of its intersections with Mitchell Lane and Church Street do not have sidewalks for a distance of approximately 200 feet at each location on the northern side. The Town of Chapel Hill should consider constructing sidewalks at these two locations to provide a continuous sidewalk along Rosemary Street on both sides in the study area. Customers, parking in the proposed parking lot on the north side of Rosemary Street and accessing the new development, will most likely cross Rosemary Street mid-block from the center of the proposed parking lot to the center of the proposed retail space. To improve the pedestrian crossing at this location, we recommend that the existing crosswalk located in the 300 block of Rosemary Street be relocated approximately 35 feet to the east and also be monitored in the future to determine if any additional improvements are needed after the proposed development is at least 85% occupied. There is no bicycle lane or bicycle facility on any roadways in the study area. 6.12 Public Transportation Analysis Chapel Hill Transit operates several bus routes through the study area. The bus routes in the study area include G, HS, NS, NU, T, JN, A and N along Columbia Street A, JN, N and CW along Rosemary Street, and F, J and M routes along Franklin Street. Also, the Triangle Transit Authority operates bus routes 402, 412, 403, 413, and 420 along Franklin Street and Columbia Street in the study area. No bus stop will be added as part of this project. The study area is well served by Chapel Hill Transit and Triangle Transit Authority. All the major roadways in the study area have mid-block bus stops. 6.13 Special Analysis/Issues No special issues were identified for analysis. Looking northwest on Columbia Street at Rosemary Street. 32 Architects-Engineers-Planners, Inc.