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Home My WebLink AboutCSURF RESEARCH CAMPUS - ODP - 4-04B - REPORTS - TRAFFIC STUDYIV. CONCLUSIONS This study assessed the impacts of CSURF ODP/AVA Solar development on the short range (2012) and long range (2030) street system in the vicinity_ of the proposed development-.-. Asa_result._-of_this_anal.ysis,-.-the-- following is concluded: The development of AVA Solar is feasible from a traffic engineering standpoint. The AVA Solar development will generate approximately 1052 daily trip ends, 84 morning peak hour trip ends, and 73 afternoon peak hour trip ends. With full development of the CSURF ODP site, the CSURF ODP/AVA Solar development will generate approximately 8962 daily trip ends, 1136 morning peak hour trip ends, and 1204 afternoon peak hour trip ends. - Currently, the key intersections operate acceptably with existing control and geometry. Intersections along the WFR, south of Prospect Road, will not meet peak hour signal warrants. All other key intersections are currently signalized. - In the short range (2012) background traffic future, the key intersections will operate acceptably, except the Prospect/SB I-25 Ramp intersection in the afternoon peak hour. The Prospect/SB I- 25 Ramp intersection will operate acceptably with an eastbound right -turn lane. - In the short range (2012). future, given full development of AVA Solar and an increase in background traffic, the key intersections will operate acceptably, except the Prospect/SB I-25 Ramp intersection in the afternoon peak hour. The Prospect/SB I-25 Ramp intersection will operate acceptably with an eastbound right - turn lane. The short range (2012) geometry is shown in Figure 10. - In the long range (2030) future, given full development of CSURF ODP/AVA Solar and an increase in background traffic, the key intersections will operate as indicated in Table 7. The long range (2012) geometry is shown in Figure 11. It is recommended that the WFR, south of Prospect Road, be classified as a Major Collector Street. - There are currently no pedestrian, bicycle, or transit at/near the AVA Solar Site. Pedestrian and bicycle will be built when the various streets are brought up Collins Street Standards. facilities facilities to the Fort 26 1 I Bicycle Level of Service There are no Bicycle destination areas within 1320 feet of the proposed AVA Solar. When the WFR is improved, it will have bike lanes according to the Fort Collins Street Standards. Transit Level of Service Currently, this area is not served by Transfort. The Fort Collins Long Range Transit System Map does not show service in the future. 25 I 0 2 L. r h 13,400 Prospect Road Rest Area/ Visitors Center LONG RANGE (2030) DAILY TRAFFIC FORECASTS 9,200 3,800 3,100 Office Park AVA Solar Figure 12 24 N -d - Denotes Lane W c LONG RANGE (2030) GEOMETRY Figure 11 23 right -turn lane approaching the Prospect/SB I-25 Ramp intersection would improve the intersection operation. However, this improvement may not be allowed without concurrence from CDOT and the Federal Highway Administration. From an operational perspective (tables 5 and 6), all movements can be in a single lane on the WFR at the Prospect/WFR intersection. This will meet the City operational criteria. However, the City may require separate left -turn lanes on the WFR at this intersection. The long range (2030) geometry is shown in Figure 11. This is the geometry shown in the "North 1-25 EIS," except for northbound dual left -turn lanes at the Prospect/WFR intersection. Road Classification The City of Fort Collins requested that the key roads be classified in the TIS. Prospect Road is classified by the City of Fort Collins as a four -lane arterial street. The other key road that is not currently classified is the WFR. Streets are classified based upon the forecasted long range (20 year future) traffic volumes. Figure 12 shows the long range (2030) daily traffic forecasts along the WFR. North and south of Prospect Road, the WFR will have daily traffic volumes that are commensurate with that of a Two-lane Arterial Street. South of the access to the office park portion of the CSURF ODP, the WFR will have daily traffic volumes that are commensurate with that of a Major Collector Street. South of the access to the AVA Solar parcel, the WFR will have daily traffic volumes that are commensurate with that of Minor Collector Street. For most of its length south of Prospect Road, the WFR will be a collector street. The volumes commensurate with that of an arterial street only occur for a short distance from Prospect Road to the access to the office park parcel. Rather than change the classification of the street at this location, it is recommended that the south leg of the WFR be classified as a Major Collector Street. The auxiliary lanes shown in Figure 11 are necessary regardless of the street classification. The initial development within the CSURF ODP will be the AVA Solar facility. This facility can be built and occupied, without improving the south leg of the WFR to its full Major Collector Street cross section. It is suggested that the ultimate Major Collector Street cross section be constructed when the office park parcel is proposed for development. Pedestrian Level of Service There are no pedestrian destination areas within 1320 feet of the proposed AVA Solar. As development occurs, the sidewalk system will be built according the Fort Collins Street Standards. 22 10 0 W W C) Ca 0 LL or Road �— � or Bi (To Achieve U, Acceptable Operation d �o AM/PM N Q \Functionally m � Exists o� e 2� SHORT RANGE (2012) GEOMETRY Figure 10 21 TABLE 7 Long Range (2030) Total Peak Hour Operation ve NB LT D E NB APPROACH D F NB LT C C NB APPROACH C C 20 . TABLE_ 6 Short Range (2012) Total Peak Hour Operation Inbersecbon Movement Level of;Sernce Prospect/WFR (signal) E EB T/RT A EB APPROACH B E. WB LT A E WB T/RT D B WB APPROACH D B NB LT/T/RT D E SB LT/T/RT D D OVERALL C D Prospect/WFR (signal) EB LT D A EB T/RT A E EB APPROACH B E WB LT A E WB T/RT D B WB APPROACH D B NB LT D E NB T/RT D D NB APPROACH D D SB LT D D SB T/RT D D SB APPROACH D D OVERALL C D Prospect/SB 1-25 Ramp (signal) EB T/RT A F WB LT/T B F SB LT D C SB RT A A SB APPROACH A A OVERALL A F Prospect/SB I-25 Ramp Wrth EB RT Lane (signal) EB T A A EB RT A A EB APPROACH A A WB LT/T B D SB LT D C SB RT A A SB APPROACH A A OVERALL A C Prospect/NB 1-25 Ramp (signal) EB TILT E E WB T/RT C B NB LT D E NB RT B B NB APPROACH D ..E OVERALL D - D 19 TABLE 5 Short Range (2012) Background Peak Hour Operation (signal) NB LT D E NB APPROACH D E NB APPROACH D E 18 Signal Warrants As a matter of policy, traffic signals are not installed at any location unless warrants are met according to the Manual on Uniform Traffic Control Devices. Intersections along the_WFR,_'south of Prospect Road, will not meet peak hour signal warrants. All other key intersections are currently signalized. Operation Analysis Capacity analyses were performed at the key intersections. The operations analyses were conducted for the short range future, reflecting a year 2012 condition, and the long range, reflecting the 2030 condition. Using the traffic volumes shown in Figure 6, the key intersections operate in the, short range (2012) background traffic future as indicated in Table 5. Calculation forms for these analyses are provided in Appendix C. The operation at the Prospect/WFR intersection is shown with two different geometric configurations on the WFR. All the key intersections will operate acceptably, except at the Prospect/SB I-25 Ramp intersection in the afternoon peak hour. The Prospect/SB I-25 Ramp intersection will operate acceptably with an eastbound right -turn lane. This is also shown in Table 5. Using the traffic volumes shown in Figure 8, the key intersections operate in the short range (2012) total traffic future as indicated in Table 6. Calculation forms for these analyses are provided in Appendix D. The. operation at the Prospect/WFR intersection is shown with two different geometric configurations on the WFR. Ali the key intersections will operate acceptably, except at the Prospect/SB I-25 Ramp intersection in the afternoon peak hour. The Prospect/SB I-25 Ramp intersection will operate acceptably with an eastbound right -turn lane. This is also shown in Table 6. Using the traffic volumes shown in Figure 9, the key intersections operate in the long range (2030) total traffic future as indicated in Table 7. Calculation forms for these analyses are provided in Appendix E. By inspection, the intersections along the WFR south of Prospect Road will operate acceptably. The long range analysis is provided for information only. Geometry The short range (2012) geometry is shown in Figure 10. At most of the existing intersections, the geometry is the same as the existing conditions. Until the Prospect Road Bridge across I-25 is improved, many of the required lanes at the Prospect/SB I-25 Ramp and Prospect/NB I-25 Ramp intersections are not feasible. The interchange improvements are included in the "North I-25 EIS." An eastbound 17 70 . co 0 of aD rn cv »r C. 0 u_ m � r4 o o j420/360 + 2190/1735 �135 Pros ect Road /� 2801240 —� � } I 1450/1995 o U). 390/85 v o two N g O o 50/610 NOM NOM Rest Area/ / 1 Visitors Center 15/25 NOM —� o NOM z m z g O� Lf) o to to 20/60 1 L NOM p m 0 0 O N p� /-2030/1520 230/210 2701310 —1160/960 930/1890 790/1100 340AM 800/1270 — II P Office Park AVA Solar LONG RANGE (2030) TOTAL PEAK HOUR TRAFFIC WA m Z5 N N C ---a— AM/PM Rounded to Nearest 5 Vehicles Figure 9 0 0 0 CD 0 0 L. LL •� W m 29123 N a f 1268/975 50/32 Prospect Road 63118 y 818✓1433 31/10 rvi SHORT RANGE (2012) TOTAL PEAK HOUR TRAFFIC N M. v/ AS zo N / -1002/788 40177 ` 13128 257/244 350/624 —�� 178/842 150/271 216/357 y =O co N d Figure 8 15 I h N C --a-- AM/PM AVA SOLAR SITE GENERATED PEAK HOUR TRAFFIC 9 Figure 7 14 cc 0 w CD ca ♦.. C 2 U- co Qi E i 29/23 f 1s 1 3(25 Prospect Road 63/18 � !� 1 818/1433 y co O N sis —� v a Q N \ � O ►— 975l783 13/28 2s0/Z43 47 y 473/824 741 /262 !f 7 214/3s1 —� � a ti 4 m --a— AM/PM SHORT RANGE (2012) BACKGROUND PEAK HOUR TRAFFIC Figure 6 13 40% Prospect Road SITE TRIP DISTRIBUTION N 10% Figure 5 12 Trip Distribution Directional distribution of the generated trips was determined for the CSURF ODP/AVA Solar development. Figure 5 shows the trip distribution used in this TIS. Due to physical constraints the W_FR will - ---------- --- -- - -- -- -- -_ __._... not be extended across the Cache La Poudre River. Therefore, all site generated traffic will be to/from Prospect Road. The trip distribution was discussed in the scoping meeting. Background Traffic Projections Figure 6 shows the short range (2012) background traffic projections. Background traffic projections for the short range future horizon were obtained by reviewing the North Front Range Regional Transportation Plan, CDOT growth factors, and historic traffic counts in this area. Based upon these sources, it was determined that through traffic volumes on Prospect Road, could conservatively increase by approximately 10.0% per year in the short range future. Traffic volumes on the West Frontage Road could increase by approximately 2.0% per year. Traffic volumes on the I-25 ramps could increase by approximately 2.15%, based on CDOT 20-year growth factor. The proposed Mustang Meadows and 4401 East Prospect Road traffic was also added to the background traffic. Trip Assignment Trip assignment is how the generated and distributed trips are expected to be loaded on the street system. The assigned trips are the resultant of the trip distribution process. Figure 7 shows the site generated peak hour traffic assignment. Figure 8 shows the total (site plus background) short range (2012) peak hour traffic at the key intersections. Long Range Traffic Forecasts The I-25/Prospect interchange is part of the "North I-25 Environmental Impact Statement" (North I-25 EIS) which is currently underway. This document provides the most reliable information with regard to long range (2030) traffic forecasts. The peak hour traffic volumes related to the south leg of the WFR were found to be lower than that shown in the CSURF ODP. Therefore, the peak hour traffic was increased to reflect the CSURF ODP land use proposal. Figure 9 shows the long range (2030) peak hour traffic at the key intersections. 11 TABLE 2' Trip Generation 710 General Office 158 employ 3.32 524 0.42 66 0.06 9 0.08 13 0.38 60 110 Light Industrial 132 employ 528* 0.07 9 Total 1052 66 18 13 60 Daily traffic for industrial component used 264 employees (see text) TABLE 3 Peak Hour of Industrial Trip Generation (6:30am-7:30am/6:30pm-7:30pm) ilk Ilk v" 110 Light Industrial (7 am- 7 pm) 132 employ 132 0 0 132 110 Light Industrial (7 pm- 7 am) 132 employ 0 .132 132 0 Total 132 132 132 132 TABLE 4 Trip Generation in the Long Range (2030) Future A V-: 'IMP peak HourY Parcel 1 750 Office Park 25 Acres 195.11 4880 1 23.60 590 2.05 51 4.24 106 24.04 601 Parcel 11 130 Industrial Park 48 Acres 63.11 3030 7.10 341 1.45 70 1.86 89 6.98 335 710 General Office (AVA) 158 employ 3.32 524 0.42 66 0.06 9 0.08 13 0.38 60 110 Light Industrial (AVA) 132 employ 528* 0.07 9 Parcel If Total 4082 407 88 102 395 Total 8962 997 139 208 996J - uauy uamc ror inousEnai componern usea /-t>q empjoyees tsee text) 10 SITE PLAN N SCALE 1 "=600' Figure 4 9 III. PROPOSED DEVELOPMENT The CSURF ODP site is in the southwest quadrant of the I- 25/Prospect interchange. The north portion (25 acres) is expected to be an office park. The south portion (71 acres, of developable land) is expected to be an industrial park. The AVA Solar parcel is on 23 acres within the south portion of the CSURF ODP. AVA Solar is a proposed light industrial facility with 158 general office employees and 528 industrial employees. Figure 4 shows a site plan of the CSURF site with the AVA Solar parcel highlighted. The short range analysis (Year 2012) includes .development of AVA Solar and an appropriate increase in background traffic due to normal growth and other potential developments in the area. The site plan shows that the AVA Solar will have access to/from the West Frontage Road. Trip Generation Trip generation is important in considering the impact of a development such as this upon the existing and proposed street .system. Trip generation information contained in Trip. Generation, 7th Edition, ITE was." used to ,estimate trips that would be generated by the proposed/expected uses at this site. Table 2 shows the expected trip generation on a daily and peak hour basis.. The light industrial (production) component is unique. The light industrial component will be on two-12 hour shifts (7 am-7 pm and 7. pm-7 am) . There will be a total of 528 production employees. Production goes for 24 hours per day, seven days. per week. There are 132 production employees on any given shift. These employees work 3 days on, 4 days off on alternate weeks. Therefore, from a daily trip perspective there are 264 production employees each day. The production employees do, not leave the site during their shift: Therefore, each production .employee would have two trip ends per day,, assuming no ride sharing/carpooling.. The production component of the traffic will not impact the key intersections during the peak hours of the street (7:30-8:30 am/4:.30- 5:30 pm), except for a few of the 7 pm - 7.am shift late exits in the morning peak hour. This is reflected in Table.2 in .the"light industrial row. Table 3 shows the expected trip generation of the light industrial component. The peak hour,shown.would occur at 6:30 to 7:30 am and 6:30 to 7:30 pm. This component. was determined from the daily trip generation. The production employee .traffic does not significantly impact the peak hour of the street. The -remainder of the CSURF ODP land is not proposed for development .at this time. It is included in the long range (2030) analysis, since the CSURF ODP is also in the Fort Collins review process. Table 4 shows .thetrip generation for the remaining portions of the CSURF ODP. Since no detailed site plans are available, the trip generation was calculated using acres as the variable for an office park (25 acres) and industrial park .(48 acres). 8 Transit Facilities Currently, this area of Fort Collins is not served by Transfort. j TABLE 1 Current Peak Hour Operation Inbersectton Jf� i Y. T Yu.; Fi 5Sr �a �a~9.T�, Y, ,?;."Seattf5 � 3 ...'.CaF-i ,. .: i�x Mow emerrt' .:i "<tit'.Y.t.�' t.l'Ixi' . ?.t. Y . Level ofi Serv�ce�a 3 ...t .:ta 1L� .:.::f YYf�[�.. ,..J,Y. r,.H'`•_• {'42 i. Prospect/WFR (signal) EB LT B A EB T/RT A C EB APPROACH A C WB LT A C WB T/RT D A WB APPROACH D A NB LT/T/RT C D SB LT/T/RT C D. OVERALL C B Prospect/SB 1-25 Ramp (signal) EB T/RT A B WB LT/T C B SB LT B D SB RT A A SB APPROACH A A OVERALL B B Prospect/NB 1-25 Ramp (signal) EB T/LT C C WB T/RT B C NB LT B C NB RT A B NB APPROACH B C OVERALL B C N' O AZ co C N `� 27/21 a , JP4 c f 1037l762 12/23 ti\ 2�� f 813/633 30/4�� 9113 Road / 155/120 58/17 21425/741 _ 132/236 610/1122 —� NI O 0 � 100I212 -� s/s ` a _° O � d O Z� a m 0 N 0) co c to 04 L w y >N c �— AM/PM BALANCED RECENT PEAK HOUR TRAFFIC 6 Figure 3 to m C - N L 27/21 -�-1142J797 12123 Prospect Road 58/17 678/1152 515 —� Q a N plI vi Nei ►— 768/632 30/42 � 9113 f-1521118 213/440 —� 414/752 1 /241 I 217 II to N a � AM/PM RECENT PEAK HOUR TRAFFIC 5 Figure 2 The Resource Recovery Road goes south from a 90 degree curve of the WFR currently serving one single family dwelling unit, a light industrial building, and the Boxelder Sanitation Plant. In this TIS, Resource Recovery Road is considered to be the same as the WFR. It is expected that the current alignment of the._WFR. will be vacated. east of the WFR/Resource Recovery intersection. Existing Traffic Recent peak hour traffic volumes are shown in Figure 2. The counts at the Prospect/SB I-25 Ramp and Prospect/NB I-25 Ramp intersections were obtained in July 2007. The counts at the Prospect/WFR intersection were obtained in October 2007. Raw traffic count data is provided in Appendix A. Since the traffic counts were obtained on different days, they were balanced/adjusted along Prospect Road. These are shown in Figure 3. Existing Operation The key intersections were evaluated using techniques provided in the 2000 Highway Capacity Manual. Using the peak hour traffic shown in Figure 3, the peak hour operation is shown in Table 1. Calculation forms are provided in Appendix B. A description of level of service for signalized and unsignalized intersections from the 2000 Highway Capacity Manual and a table showing the Fort Collins Motor Vehicle LOS Standards (Intersections) are also provided in Appendix B. The AVA Solar site is in an area termed "other." In areas termed "other," acceptable overall operation at signalized intersections during the peak hours is defined as level of service D or better. At signalized intersections, acceptable operation of any leg and any movement is level of service E. At unsignalized arterial/local intersections, acceptable operation during the peal; hours is defined as level of service E or better on any approach leg. In such areas, it is expected that there would be substantial delays to the minor street movements during the peak hours. This is considered to be normal in urban areas. At other unsignalized intersection, acceptable operation is considered to be level of service C on any approach leg. Pedestrian Facilities Pedestrian facilities in this rural nature of the area, sidewalks development or other developments. Bicycle Facilities area. area do not exist. Due to the do not exist adjacent to this There are no bicycle lanes along Prospect Road within the study 9 N 0 Prospect Road 0 cis LO O LL U N N J ?N � ® CSURF O P AVA Solar l 1 I �1 SITE LOCATION Figure 1 II. EXISTING CONDITIONS The location of CSURF ODP/AVA Solar site is shown in Figure 1. It is important that a thorough understanding of the existing conditions be resented. Land Use Land uses in the area are primarily agricultural, open, or commercial. The Colorado Welcome Center and CDOT Rest Area are located in the southwest quadrant of the Prospect/WFR intersection. The proposed CSURF ODP/AVA Solar site is currently vacant. Streets The primary streets near the CSURF ODP/AVA Solar site are Prospect Road, .the West Frontage Road (WFR), and the ramps at I-25. Prospect Road is north of the proposed AVA Solar site. It is an east -west street classified as a four -lane arterial on the Fort Collins Master Street Plan. Currently, Prospect Road has a two-lane cross section. At the Prospect/SB I-25 Ramp intersection, Prospect Road has all movements combined into a single lane. At the Prospect/NB I-25 Ramp intersection, Prospect Road has all movements combined into a single lane. At the Prospect/WFR intersection, Prospect Road has an eastbound and a westbound left -turn lane and a through/right-turn lane in each direction. The Prospect/SB I-25 Ramp, Prospect/NB I-25 Ramp, and the Prospect/WFR intersections have signal control. The posted speed limit in this area of Prospect Road is 35 mph east of the Prospect/WFR intersection and 45 mph west of the Prospect/WFR intersection. At the Prospect/SB I-25 Ramp intersection, the southbound I-25 has a through/left-turn lane and a right -turn lane with an acceleration lane. At the Prospect/NB I-25 Ramp intersection, the northbound I-25 off -ramp is striped as a single lane. However, there is enough width on the ramp for some right -turning vehicles to bypass left -turning vehicles. The West Frontage Road runs north and east of the proposed CSURF ODP/AVA Solar site. Currently, the West Frontage Road is a paved road with a two-lane cross section and minimal shoulders. At the Prospect/WFR intersection, the West Frontage Road has all movements combined into a single lane. At the WFR/Resource Recovery intersection, the West Frontage Road is the north leg and the east leg, and the Resource Recovery Road is the south leg. The WFR/Resource Recovery intersection has stop sign control on the Resource Recovery Road. The posted speed limit in this area of the West Frontage Road is 30 mph. 2 I. .INTRODUCTION This transportation impact study (TIS) addresses the capacity, geometric, and control requirements at and near the proposed CSURF ODP/AVA__Solar_.development..__.-The: CSURF..ODP/AVA_.Solar -is located- in- the southwest quadrant of the I-25/Prospect interchange, south of Prospect Road and south and west of the West Frontage Road (WFR) in Larimer County, Colorado. During the course of the analysis, numerous contacts were made with the project planning architect (The Neenan Company), the Fort Collins Traffic Engineer, and CDOT-Region 4. The Transportation Impact Study Base Assumptions form and related documents are provided in Appendix A. This study generally conforms to the format set forth in the Larimer County Urban Area Street Standards. Due to the trip generation of the entire site and the CSURF ODP approval process, this is a full transportation impact study. There are no known capital improvement projects on any of the roads in the vicinity of CSURF ODP/AVA Solar development. The study involved the following steps: - Collect physical, traffic, and development data; - Perform trip generation, trip distribution, and trip assignment; - Determine peak hour traffic volumes; - Conduct capacity and operational level of service analyses on key intersections; - Analyze signal warrants; - Conduct level of service evaluation of pedestrian, bicycle, and transit modes of transportation. 1 LIST OF FIGURES i Figure Page 1. Site Location ........................................ 3 2. Recent Peak Hour Traffic ............................. 5 3. Balanced/Adjusted Peak Hour Traffic .................. 6 4. Site Plan .......................... ..I.............. 9 5. Trip Distribution ...................................... 12 6. Short Range (2012) Background Peak Hour Traffic ...... 13 7. Site Generated Peak Hour Traffic ..................... 14 8. Short Range (2012) Total Peak Hour Traffic ........... 15 9. Long Range (2030) Total Peak Hour Traffic ............ 16 10. Short Range (2012) Geometry .......................... 21 11. Long Range (2030) Geometry ........................... 23 12. Long Range (2030) Daily Traffic Forecasts ............ 24 APPENDIX A Base Assumptions Form/Recent Peak Hour Traffic B Existing Peak Hour Operation/Level of Service Descriptions/Fort Collins Motor Vehicle LOS Standards C Short Range Background Peak Hour Operation D Short Range Total Peak Hour Operation E Long Range Total Peak Hour Operation TABLE OF CONTENTS Page I. Introduction ......................................... 1 II. Existing Conditions .................................. .2 LandUse ............................................. 2 Streets.............................................. 2 Existing Traffic ..................................... 4 Existing Operation .......... .......... ............... 4 Pedestrian Facilities ................................ 4 Bicycle Facilities ................................... 4 Transit Facilities ................................... 7 III. Proposed Development .................................. 8 Trip Generation ...................................... 8 Trip Distribution .................................... 11 Background Traffic Projections ....................... 11 Trip Assignment ....................................... 11 Long Range Traffic Forecasts ......................... 11 Signal Warrants ...................................... 17 Operation Analysis ................................... 17 Geometry............................................. 17 Road Classification .................................. 22 Pedestrian Level of Service .......................... 22 Bicycle Level of Service ............................. 25 Transit Level of Service ............................. 25 IV. Conclusions .......................................... 26 LIST OF TABLES Table Page 1. Current Peak Hour Operation .......................... 7 2. Trip Generation ...................................... 10 3. Peak Hour of Industrial Trip Generation .............. 10 4. Trip Generation in the Long Range (2030) Future ...... 10 5. Short Range (2012) Background Peak Hour Operation .... 18 o. Short Range (2012) Total Peak Hour Operation .........19 7. Long Range (2030) Total Peak Hour Operation ..........20 CSURF ODP/AVA SOLAR TRANSPORTATION IMPACT STUDY FORT COLLINS, COLORADO NOVEMBER 2007 Prepared for: The Neenan Company 2620 E. Prospect Road, Suite 100 Fort Collins, CO 80525 Prepared by: DELICH ASSOCIATES 2272 Glen Haven Drive Loveland, CO 80538 Phone: 970-669-2061 FAX: 970-669-5034