The CARTI Cancer Center is a 170,000-square-foot, $90 million treatment facility that sits on 37.12 acres located in Little Rock, Arkansas. This project featured complex grading elements (rock substrata) as well as requests from the client to incorporate the wooded surroundings and preserve existing trees where possible. Other notable features of this project include stormwater detention, erosion and sediment control design, a healing garden, and a parking deck.
<h6>&nbsp;</h6>
<h6>ACEC Arkansas Award Winner: Special Projects Category</h6>

Learn about Crafton Tull's work on CARTI Cancer Center.

Crafton Tull | CARTI Cancer Center

[X] CARTI Cancer Center

Education

Awards

P.E., CFM, LEED AP

Brad Peterson serves as Vice President of Infrastructure as well as office manager for the Crafton Tull Little Rock location. Shortly after graduating from the University of Wisconsin - Platteville with a Bachelor of Science in Civil Engineering, Brad moved to Little Rock and joined Crafton Tull.
He has played the role of Project Manager in many award winning projects in Arkansas. Brad is a member of the American Society of Professional Engineers (ASPE), the National Society of Professional Engineers/Arkansas (NSPE). Brad is an active member of the Arkansas Floodplain Managers Association (AFMA), and the Arkansas Society of Professional Engineers (ASPE).&nbsp;
FUN FACT:
Brad grew up in Southwest Wisconsin, an area with rivers and woods, much like the Ozarks. He attended the University of Wisconsin Platteville where he studied Engineering.

Learn more about Brad Peterson and his role and experience at Crafton Tull.

Crafton Tull | Brad Peterson

Brad Peterson serves as Vice President of Infrastructure as well as office manager for the Crafton Tull Little Rock location. Shortly after graduating, Brad moved to Little Rock and joined Crafton Tull.
He has played the role of Project Manager in many award-winning projects in Arkansas. Brad is a member of the American Society of Professional Engineers (ASPE) and the National Society of Professional Engineers/Arkansas (NSPE). Brad is an active member of the Arkansas Floodplain Managers Association (AFMA) and the Arkansas Society of Professional Engineers (ASPE).&nbsp;

Pedestrian safety isn&rsquo;t just a buzz phrase, it&rsquo;s an essential part of any road design. Safely crossing a local street or roadway is one of the most important parts of a municipal project. Although traditional crosswalks serve their purpose, a raised crosswalk or speed table can be a great, aesthetically pleasing option to further ensure pedestrian safety.
Raised crosswalks are ramped crossings with a flat top, spanning the entire width of the roadway. What makes these pedestrian crossings unique is that they are the same height as the sidewalk, meaning that pedestrians can make a smooth transition from the sidewalk to crossing the roadway. Since vehicles encounter an incline as they approach the crosswalk, the pedestrian is more prominent in the driver&rsquo;s vision.
<img src="https://api.crafton-tull.doc4.pro/media/uploads/insights/raised_crosswalks/01-white-hall-high-school-raised.webp" alt="" width="1000" height="750" />
These crosswalks send a somewhat subtle message to both drivers and pedestrians that pedestrians have priority in this particular space. Using this design technique places a higher value on protecting pedestrian traffic. By design, these crosswalks serve as a traffic-calming measure and can decrease pedestrian crashes by as much as 45%. Some pedestrian crossings that utilize speed tables also include HAWK signals or Rectangular Rapid Flashing Beacons (RRFB) to ensure pedestrian safety if the foot traffic volume warrants hand-activated signalization.

<h2>Design considerations and cost</h2>
The primary design feature of a raised crosswalk is that it is flush with the sidewalk. This feature provides seamless access for wheelchair users as they can roll across at the same elevation rather than a vertical transition off the sidewalk at a curb ramp to enter a lower crosswalk in the roadway. This incline on the road aids in slowing vehicles as they approach the crossing.&nbsp;<a href="https://nacto.org/publication/urban-street-design-guide/intersections/minor-intersections/raised-intersections/" target="_blank" rel="noopener">Bollards</a>&nbsp;can provide a barrier for pedestrians in the event a vehicle deviates from the roadway or approaches the incline too quickly.
As with any crosswalk, these must be ADA-compliant and include detectable warning surfaces for visually impaired users. Although highly visible lighting and paint is not required, this important addition can even further increase the visibility of the crosswalk. Engineers can evaluate the need for additional markings early in the design process and address each location accordingly.
In addition to pavement markings, raised crossings must include proper signage to alert vehicles and pedestrians to the crossing. Depending on the specific location, potential signage may include &ldquo;Speed Table Ahead&rdquo; in advance of the crossing and &ldquo;Speed Table,&rdquo; &ldquo;Raised Crosswalk,&rdquo; or pedestrian signs located at both ends of the crossing.
The prominent challenge for engineering a crosswalk of this nature is the potential for drainage issues. Without proper drainage design, water can pool around the crosswalk and defeat the purpose of pedestrian safety by creating a considerable hazard. Identifying these issues early in the process will allow civil engineers to address and mitigate any potential drainage problems.
There are several options for materials used to construct a raised crosswalk. These crosswalks can be built with asphalt, concrete or pavers. Of course, this decision is the primary determining factor of the cost of a raised crosswalk project. According to&nbsp;<a href="http://www.pedbikesafe.org/pedsafe/countermeasures_detail.cfm?CM_NUM=7" target="_blank" rel="noopener">PedSafe</a>, these crosswalks can cost between $7,000 and $30,880 depending on the material selected for construction as well as the drainage conditions of the area. On average, NACTO and FHWA pinpoint the average cost at around $8,000.
An investment in a raised crosswalk can make pedestrians feel safe and welcome. With this type of protection, pedestrians will be more likely to frequent businesses or establishments they may have stayed away from because of the need to cross vehicle traffic. In a&nbsp;<a href="https://www.pedbikeinfo.org/cms/downloads/PedestrianLitReview_April2014.pdf#page=34&amp;zoom=100,69,350" target="_blank" rel="noopener">study</a>&nbsp;of these crosswalks, researchers found in a single location the percentage of pedestrians who crossed the crosswalk increased from 11.5 percent to 38.3 percent.

<h2>Appropriate locations</h2>
As with any traffic-calming measure, cities should not use a raised crosswalk at busy, high-volume intersections. Instead, these crosswalks are primarily solutions for areas with constant vehicle traffic and a substantial amount of pedestrian traffic.
The&nbsp;<a href="https://safety.fhwa.dot.gov/ped_bike/step/docs/TechSheet_RaisedCW_508compliant.pdf" target="_blank" rel="noopener">Federal Highway Administration</a>&nbsp;(FHWA) recommends these crosswalks for local two- or three-lane roads with a speed limit of 30 mph or less and daily traffic numbers of no more than 9,000. The&nbsp;<a href="https://nacto.org/publication/urban-street-design-guide/intersections/minor-intersections/raised-intersections/" target="_blank" rel="noopener">National Association of City Transportation Officials</a>&nbsp;(NACTO) notes that cities can use a raised crosswalk in an area where two one-way streets intersect because this configuration has two corners that do not allow vehicles to turn.
Crafton Tull has found an ideal location for a raised crosswalk is near a school parking lot. Crafton Tull designed a raised crosswalk at White Hall High School&rsquo;s south parking lot to slow the vehicular traffic entering and exiting the parking lot where a large number of pedestrians must cross the road. This location worked well for this design because of the need to create a cautionary area to alert vehicles of a high volume of pedestrians leaving the parking lot to enter the school.
<img src="https://api.crafton-tull.doc4.pro/media/uploads/insights/raised_crosswalks/02-white-hall-high-school-raised.webp" alt="Raised Crosswalk" width="1000" height="750" />
We used the same rationale with the raised crosswalk constructed along with the Main Street widening project to accommodate the new North Little Rock High School. In this instance, students must cross a moderately busy city street when approaching the high school from the parking lot. This crosswalk, which includes a variety of highly visible signals, helps to offer an important piece of protection for students crossing the street in the early morning and afternoon hours. Due to the amount of vehicular traffic in this area as well as potential drainage concerns associated with this crosswalk being located on a hill, the design is slightly different. In this instance, the sidewalk lowers pedestrians into the crosswalk rather than the crosswalk being entirely flush with the sidewalk.&nbsp; &nbsp;
<img src="https://api.crafton-tull.doc4.pro/media/uploads/insights/raised_crosswalks/03-raised-crosswalk-nlr.webp" alt="Bollards at Intersection" width="1000" height="750" />
<a href="http://guide.saferoutesinfo.org/engineering/raised_pedestrian_crosswalks.cfm" target="_blank" rel="noopener">Safe Routes to School</a>&nbsp;notes that raised crosswalks are not appropriate on sharp curves or steep grades and might not be the best option for an intersection that is a part of a bus or emergency route. In residential areas, it is common to see this type of crosswalk utilized in the middle of a city block rather than an intersection.

<h2>Effectiveness</h2>
As expected, the most important consideration for utilizing a raised crosswalk is its effectiveness. The objective of these crosswalks is ultimately to ensure the safety of pedestrians. The statistics regarding pedestrian accidents are staggering. As noted above,&nbsp;<a href="https://safety.fhwa.dot.gov/ped_bike/step/docs/TechSheet_RaisedCW_508compliant.pdf" target="_blank" rel="noopener">FHWA</a>&nbsp;statistics show that when placed at appropriate locations, these crosswalks can reduce pedestrian crashes by as much as 45%.
<img src="https://api.crafton-tull.doc4.pro/media/uploads/insights/raised_crosswalks/04-pinnacle-heights-uptown-aerial.webp" alt="High foot-traffic area" width="1000" height="621" />
Generally, these crosswalks can accomplish the mission of a decrease in vehicular speeds, which in turn, creates a safer environment for people crossing the street. Since the vehicle must climb a ramp before crossing the crosswalk, the likelihood of a slower speed is greater, especially when combined with crosswalk visibility enhancements.
<img src="https://api.crafton-tull.doc4.pro/media/uploads/insights/raised_crosswalks/raised_crosswalks_crafton_tull_engineering_design_pinnacle_heights.jpg" alt="Raised Crosswalk" width="1000" height="667" />
There are a variety of traffic-calming measures engineers should consider in areas with high levels of pedestrian traffic. The effectiveness of a raised crosswalk definitely earns this method a spot on the list of options.&nbsp;

Raised crosswalks send a subtle but effective message that pedestrians have priority in a particular space.

Brad's Work

Learn about Crafton Tull's work on 12th Street Community Jump Start Project.

Crafton Tull | 12th Street Community Jump Start Project

P.E.

Learn more about Jerry Kelso and his role and experience at Crafton Tull.

Crafton Tull | Jerry Kelso

Jerry Kelso is an Executive Vice President and leads the Infrastructure Division. Jerry has a self-professed passion for land development and the fast-paced nature of the projects. Because of this, his experience includes the civil design of over 10,000 apartment units. Jerry is a member of the American Society of Professional Engineers (ASPE), the National Society of Professional Engineers (NSPE), and the American Society of Civil Engineers (ASCE). He is also a graduate of Leadership Rogers, Greater Leadership Little Rock, and was recently inducted into the Arkansas Academy of Civil Engineering (AACE).

While working on a &ldquo;rails to trails&rdquo; project for the City of El Dorado earlier this year, I started thinking about the thousands of miles of abandoned railroads across the United States. The Rock Island Greenway intends to convert the now defunct Rock Island Railroad to a paved trail system connecting El Dorado, Arkansas to Ruston, Louisiana and beyond. A quick google search found that during the height of the American railroad industry in 1916 there were roughly 254,000 miles of active railroad. Today, less than half are still operating. Further research led me to a 2016 article published in the&nbsp;<a href="https://www.nrpa.org/parks-recreation-magazine/2016/december/the-health-benefits-of-a-bicycle-pedestrian-trail/" target="_blank" rel="noopener">National Recreation and Park Association&rsquo;s (NRPA) monthly magazine</a>, in which co-authors Lisa L. Gezon, Emily McKendry-Smith, and Anne Kristen Hunter identified many of the economic benefits of adding trails and trail improvements. Among the benefits mentioned &ndash; increased property values, boost to local businesses, increased demand for space in depressed areas, and increased tax revenues. As a civil engineer, my goal is to help municipalities understand these benefits, as well as the many funding opportunities available through federal, state, and local government grant programs. One of the best parts about turning old rail corridors into thriving trails is that we are making something new from existing infrastructure. Not only is this cost-effective, but it also highlights the history of the community in a meaningful way. Trails not only provide recreation but an alternative mode of transportation, which in turn reduces overall infrastructure costs.
<img src="https://api.crafton-tull.doc4.pro/media/uploads/insights/rails_to_trails/devalls_bluff_trail_devalls_bluff_ar_edit_img_7168_v2.jpg" alt="DeValls Bluff" width="900" height="591" />

<h2>How to pay for rail trails</h2>
Often, cities are onboard with turning unused railways into a feature for the community &ndash; but they are unsure how to pay for them. With this in mind, we help cities and towns navigate the application procedures to secure funding for transportation enhancements and construction of recreational trails. The Rails to Trails Conservancy provides a&nbsp;<a href="https://www.railstotrails.org/build-trails/trail-building-toolbox/funding/acquisition-funding/" target="_blank" rel="noopener">Toolbox&nbsp;</a>on their website with links to the various methods available through federal, state, and local programs. To give some idea of potential funding, in the fiscal year 2017, the United States Department of Transportation (USDOT) Fixing America&rsquo;s Surface Transportation (FAST) Act authorized distribution of $835 million dollars for transportation alternatives projects. In 2020, that number goes to $850 million. Projects that successfully receive funding typically require a 20% local match of funds. The combined federal and local money can be used to convert old railroad corridors into trails for cyclists and pedestrians.

<h2>Economic benefits of rail trails</h2>
Now that we know how to pay for these improvements, let&rsquo;s talk about the cost-effectiveness of turning abandoned railways into trails. According to an article by Jessica Leigh Hester,&nbsp;<a href="https://www.atlasobscura.com/articles/mapping-ghostly-traces-abandoned-railroads-interactive-crowdsourced-atlas" target="_blank" rel="noopener">Mapping the Ghostly Traces of Abandoned Railroads</a>, experts have &ldquo;cataloged some 2,500 lines, covering more than 60,000 miles&rdquo; of deserted railways; which means, no matter where you are, chances are good there is a non-active railway nearby. Often, these routes contain old train depots, which provide perfect opportunities to build trailheads at a fraction of the cost of an entirely new construction. Another significant financial benefit is that subgrade, drainage, and other structural components are already in place. Add to that the increased likelihood that right of ways or easements may already be in place or easily obtainable and the appeal is clear.
The US Department of Agriculture (USDA) compiled a sampling of studies regarding the&nbsp;<a href="https://www.srs.fs.usda.gov/factsheet/pdf/rectrails.pdf" target="_blank" rel="noopener">economic benefits of trails</a>, including rail trails, to surrounding communities. Among the statistics listed:
<ul style="list-style-type: square;">
<li>The Virginia Creeper Trail generates approximately $2.5 million annually into the local economy</li>
<li>The Mon River Trail in West Virginia is credited for $200 million in private investment</li>
<li>Austin, TX reported an estimated $13.6 million in new property tax revenue resulting from a single greenway</li>
<li>National Association of Homebuilders found trail availability outranked 16 other amenities, including security, access to shopping or business centers, and golf courses</li>
<li>Trail popularity among home-buyers translated to an estimated $140 million increased property value in Indianapolis</li>
</ul>
&nbsp;
Likewise, the Walton Family Foundation recently released a&nbsp;<a href="https://www.waltonfamilyfoundation.org/about-us/newsroom/bicycling-provides-137-million-in-economic-benefits-to-northwest-arkansas">study&nbsp;</a>showing $137 million in benefits to the local Northwest Arkansas economy and health due to investments in trails and other cycling infrastructure.
The statistics cited are by no means a comprehensive list of the economic benefits trails provide. In addition, trails influence economic development by attracting companies looking to relocate, encouraging community revitalization, providing commuters additional transportation options, and reducing fuel expenses. Moreover, the financial return on investment is far greater than the initial costs associated with trail projects.&nbsp;

<h2>Health and design benefits of rail trails</h2>
While the economic benefits are one of the main draws, the aesthetic benefits are substantial. Mature tree canopies along old rail routes provide natural shade for users. Many abandoned railways come with existing bridges or old trestles that can be easily improved or repaired to provide interesting design elements. The benefits of increased activity trails offer can reduce healthcare costs in the communities where they are located. Trails have the ability to connect communities along routes previously separated from vehicular traffic. This increased connectivity allows opportunities for development between neighboring towns.&nbsp;
<img src="https://api.crafton-tull.doc4.pro/media/uploads/insights/rails_to_trails/rails_to_trails_engineering_design.jpg" alt="Rail trail layout" width="867" height="334" />
Earlier, I mentioned our current Planning and Civil Engineering work on the Rock Island Railroad. The first step is a feasibility study to help identify stakeholders, establish general alignment and rail conditions, prepare cost estimates, and determine the phases of the project. Our goal is to make the design process seamless and transparent and ultimately for the local communities to have a trail that will serve generations to come.

One of the best parts about turning old rail corridors into thriving trails is making something new from existing infrastructure.

PROJECTS

CARTI Cancer Center

ACEC Arkansas Award Winner: Special Projects Category