The existing trailhead configuration at Two Rivers Park Trail caused traffic conflicts between user groups. Pulaski County hired Crafton Tull to enhance safety for all users through a trailhead redesign, which features dedicated paths for bike and foot traffic, a traffic calming circle, and added parking.
For pedestrians, a new 8-foot concrete path connects the existing asphalt trail to a parking lot across Two Rivers Park Road. The new path is marked with a &ldquo;Pedestrian Only&rdquo; sign and passes through a plaza, which serves as a traffic calming circle and reduces on-path gathering.&nbsp;
For cyclists, a new 12-foot asphalt bikeway with dashed centerline striping curves away from the pedestrian area, allowing riders to continue on the trail without reducing speeds. The bikeway connects to the existing restroom facility and continues north to a renovated parking lot.
The improved trailhead serves as a gateway into Two Rivers Park and connects to the popular Arkansas River Trail. With plans for an inclusive playground, the trailhead will attract even more visitors in the years ahead. The safety improvements at Two Rivers Park Trail ensure a wide variety of users can safely access and enjoy one of Central Arkansas&rsquo; most cherished outdoor destinations.

Learn about Crafton Tull's work on Two Rivers Park Trail Improvements.

Crafton Tull | Two Rivers Park Trail Improvements

[X] Two Rivers Park Trail Improvements

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

ASLA

Learn more about Dave Roberts and his role and experience at Crafton Tull.

Crafton Tull | Dave Roberts

Dave is responsible for overseeing and contributing to site planning and urban design projects that include community redevelopment plans, corridor plans, campus master plans, parks &amp; recreation system plans, as well as bicycle &amp; pedestrian network plans. Dave often presents sessions at conferences in the Mid-South region on planning healthy communities, urban planning strategies, and the benefits of placemaking. His daily responsibilities also include administration of the marketing department and business development for the firm.

Walking is a relative term that means foot (or wheel) transportation. My teenage daughter uses a power wheelchair for mobility and her rolling fits under the category of walking. Often bike riding falls in line with walkability as well. Many urban and suburban dwellers have the benefit of utilizing bicycles as an option for commuting to work or to other amenities. Many think of cycling only in terms of recreation, and it can be, but a bicycle is also an alternative form of (active) transportation. While some communities are well-positioned for this influx in active transportation, others may not be.
<img src="https://api.crafton-tull.doc4.pro/media/uploads/insights/walkability_score/walkabiltiy_pedestrian_safety.jpg" alt="" width="800" height="806" />

<h2>Walkability</h2>
Walkability is a planning term that measures an area&rsquo;s ease of connectivity via non-vehicular transportation. Walkability speaks to a location&rsquo;s walk score, which analyzes hundreds of&nbsp;routes to nearby amenities and produces a score based on those factors. In other words, walkability measures how friendly an area is to walking. Walkability factors include the presence or absence and quality of pedestrian facilities, amount of vehicular traffic and roadway conditions, surrounding land uses, accessibility, and user safety, among others. Sustainable urban design and walkability go hand in hand. A walk score helps us remember that streets are more than just a place for cars and trucks. A street is meant for all modes of transportation, and places with multiple mobility choices get higher walk scores. We should relish the process of transportation rather than trying to get somewhere as fast as possible. Ralph Waldo Emerson is purported to have said, &ldquo;It&rsquo;s not the destination, it&rsquo;s the journey.&rdquo; Why not gain benefits from that journey? The outcomes of a good walk score are livability, which affects economic development, safety, health, environment, quality of life, and many other community benefits.
<img src="https://api.crafton-tull.doc4.pro/media/uploads/insights/walkability_score/infrastructure_barriers.jpg" alt="" width="727" height="727" />
<h6>Infrastructure barriers</h6>
When things get back to normal, post-pandemic, what will we have learned from our walks? Will we realize that our legs and lungs are stronger from it, that our mind is clearer, and our perception of our neighborhood is now different? Alternatively, will we default back to our cars, forsaking this newly found joy that has been an important part of our daily routine? Life moves so fast when it&rsquo;s spent inside our glass and steel bubbles zipping from place to place. We often sacrifice so much for the sake of speed and convenience. Will we realize that our community&rsquo;s walk score is low because our communities have not fully embraced their transportation options? It is never too late to make changes to your town&rsquo;s built environment by adding options for active transportation. If infrastructure changes are needed, then a walkshop along with grants can help with planning, design, funding, and implementation.

<h2>Walk score</h2>
Does your community have a good walk score, or a poor one? What is the process a community takes to improve its walk score? Walk audits or Walkshops are a good first step (pun intended). Walkshops are interactive walking workshops with professional planners, community leaders, and advocates to develop placemaking concepts and solutions for alternative transportation (walking &amp; cycling) by analyzing an area&rsquo;s walkability, circulation, universal access, parking, safety, and sustainability. Often wayfinding, beautification, and community character improvements are also part of the inventory. Typically this occurs in a community&rsquo;s downtown or commercial area that is often surrounded by neighborhoods.&nbsp;&nbsp;
Have you ever visited a community&rsquo;s sleepy downtown and noticed it&rsquo;s in virtual hibernation as if the shops have not changed in decades, assuming there are many shops to visit? These downtowns often have a few open stores, maybe a restaurant or two, usually an insurance office, a bank, perhaps a florist, and plenty of empty storefronts. &nbsp;Typically, few cars are present and even less foot traffic on the sidewalks.&nbsp; What story does that tell a visitor to the area? Is it a story of growth, resilience, and expansion, or a tale of increased vacancy and decline? How does the infrastructure that supports the downtown contribute to that story? Are the crosswalks clearly marked, curb cuts present, and&nbsp;in appropriate locations? What&rsquo;s the quality of pavement on the downtown streets? Are there gateways into town and wayfinding to direct first-time visitors? Is the downtown walkable and does it support cycling as an alternative form of transportation?&nbsp;If so, is there a network in place that links your downtown to surrounding neighborhoods, parks, and schools?
I saw the downtown story of Broken Arrow, Oklahoma, dramatically change in less than five years. Their &lsquo;Old Towne District&rsquo; was much like what is described above, with few cars and even fewer pedestrians frequenting only a handful of shops and one restaurant. It was off the beaten path (removed from I-55), seemingly a victim of big-box store displacement. The City brought in urban planners to help with a downtown master plan, and employed landscape architects and engineers to create streetscape plans that changed the district&rsquo;s focus from vehicular to more pedestrian. A few developers took a risk by adding some mixed-use, e.g., retail on the first floor and apartments on upper floors on one block, a new restaurant opened, and then a bike shop and in no time &ndash; everything changed. The key was the walkability afforded by the wider sidewalks and safe crosswalks. They even added a mid-block crossing using rapid flashing beacons to alert drivers of pedestrians ready to cross the street. The City rebranded the area as the &lsquo;Rose District, &rsquo; giving it an identity based on the flowers in the raised planters and the baskets that hang from the new lampposts. The before and after photos are great examples of how walkability is necessary for downtown retail to thrive.
<img src="https://api.crafton-tull.doc4.pro/media/uploads/insights/walkability_score/crafton_tull_rose_district_broken_arrow.jpg" alt="" width="800" height="451" />
<h6>Broken Arrow Rose District</h6>
<img src="https://api.crafton-tull.doc4.pro/media/uploads/insights/walkability_score/walkability_crafton_tull_rose_district.jpg" alt="" width="800" height="451" />
<h6>Broken Arrow Rose District midblock crossing</h6>
Walkshops, typically led by urban planners, are opportunities to share observations and provide possible infrastructure improvements. Attendees may include mayors or other elected officials, the city engineer or public works director, parks director, local healthcare agency directors, business owners, and community advocates. Those present must include people in the town that can effect change. They are the ones who need to see the issues and hear the solutions in order for commitment to take hold. There is no replacement for the firsthand experience of walking on existing streets and sidewalks to get an understanding of the issues a downtown is facing. That experience cannot be replicated from the seat of a car.
<img src="https://api.crafton-tull.doc4.pro/media/uploads/insights/walkability_score/walkshop_crafton_tull.jpg" alt="" width="800" height="569" />
<h6>De Queen Walkshop 2019 (Center for Community Development, UCA)</h6>
A few years back, I led a walkshop in Broken Arrow&rsquo;s Rose District to show off the &lsquo;what and how&rsquo; rather than analyze what could be possible. The attendees were leaders from other communities who hoped to borrow some of the secrets they could take back to their own downtowns. After the walkshop, a technical report is often the deliverable with photos and a narrative that summarizes the on-site analysis that includes the opportunities and constraints identified at the event. The technical report may also provide funding sources and next step options, so the community leaders have a clear path toward improving their town&rsquo;s transportation infrastructure. The walkshop can be the first step in changing the downtown&rsquo;s story. Each of those changes will affect the community&rsquo;s walk score and, more importantly, make an impact on visitors and the locals, who live, work, and play downtown. Once the COVID-19 crisis is over, &nbsp;downtown businesses will need extra love to get back lost revenue from lack of foot traffic or online only sales. What better way to help restore small businesses that are vital to the community than by conducting a walkshop to set improvements in motion? We are here to help cities and towns organize, mobilize, and navigate the grant process to find the funds to do just that.

Quality of pedestrian facilities, amount of vehicular traffic, among others, determine walkability.

PROJECTS

Two Rivers Park Trail Improvements