Pedestrian Hybrid Beacons, commonly known as HAWK or High-Intensity Activated crossWalK signals, are a relatively new way to facilitate pedestrian crossings without a fully signalized intersection.
The HAWK signal is highly visible to drivers. Trail crossings or busy segments of road where pedestrians dart into traffic because there are no crossings nearby can benefit from a HAWK signal.&nbsp;<a href="https://nacto.org/publication/urban-bikeway-design-guide/bicycle-signals/hybrid-beacon-for-bike-route-crossing-of-major-street/" target="_blank" rel="noopener">The National Association of City Transportation Officials</a>&nbsp;recommends them for bicycle boulevards, mid-block crossings or trail crossings.&nbsp;

<h2>How it works</h2>
A Pedestrian Hybrid Beacon is a group of three lights, two above and one beneath. When a pedestrian or cyclist pushes the button it activates the system and the single yellow light begins to flash, prior to turning a steady yellow to alert motorists. The higher the posted roadway speed the longer the recommended yellow cycle. Next, the two red beacons light up to signal cars to stop and pedestrians are given the OK to cross. When the countdown for crossing pedestrians has ended the red lights flash alternately to notify cars that the signal cycle is almost complete. Traffic is free to proceed during the red flashing lights if pedestrians have cleared the intersection. The beacon then goes dark and remains that way until activated again by another pedestrian.
HAWK signals are recommended by the&nbsp;<a href="https://safety.fhwa.dot.gov/ped_bike/pssp/fhwasa10035/" target="_blank" rel="noopener">Pedestrian Safety Guide and Countermeasure Selection System</a>&nbsp;along with advanced yield lines on multi-lane roads and rectangular rapid-flash beacons.&nbsp;
Pedestrian Hybrid Beacons or HAWK signals were first used in Tucson, Ariz. in the early 2000&rsquo;s.&nbsp;<a href="https://www.fhwa.dot.gov/publications/research/safety/pedbike/11039/11039.pdf" target="_blank" rel="noopener">A 2011 Federal Highway Administration study</a>&nbsp;on the safety effectiveness of HAWK crossings using Tucson data noted a 69 percent reduction in pedestrian crashes in 21 HAWK signalized intersections there.&nbsp;
However, a Pedestrian Hybrid Beacon is not a replacement for a signalized intersection. Rectangular rapid-flashing beacons or solar powered strobe beacons may be a solution at intersections with less traffic or a lower speed limit.

<h2>&nbsp;</h2>
<h2>Why you may need a HAWK beacon</h2>
&nbsp;
<div class="row customLists">
<ol>
<li>
Safety
Pedestrian Hybrid Beacons are supported by Manual on Uniform Traffic Control Devices, or MUTCD Section 4F.
</li>
<li>
Signal requirements&nbsp;
If the crossing is part of a major pedestrian thoroughfare, trail, or bike crossing, but is at a mid-block location that does not warrant a traditional traffic signal, a Pedestrian Hybrid Beacon may be a solution.
</li>
<li>
Moderate traffic
Justification for a Pedestrian Hybrid Beacon is spelled out in the MUTCD based on speed, number of pedestrians crossing the street, and the number of vehicles approaching. If the conflict between vehicular and pedestrian traffic becomes too excessive, a bridge or a tunnel may be needed.
</li>
</ol>
</div>
&nbsp;
If a pedestrian crossing has moderate traffic with a need for improved safety, it may be time to consider a Pedestrian Hybrid Beacon.&nbsp;

Pedestrian Hybrid Beacons are a relatively new way to facilitate pedestrian crossings.

P.E.

As Vice President of Municipal Development for the Infrastructure Division, Bill Burnett manages the Crafton Tull Civil Engineering department in Rogers. He also serves as a Project Manager and lead engineer on the majority of the public works projects performed in the office.
Bill has extensive experience guiding our municipal clients through the planning, design, and construction phases of public works projects, including roadways, water distribution systems, sewer collection systems, and storm water infrastructure.
Bill is known by area City Engineers for his sound judgment, thorough designs, and ability to meet demanding costs and schedules.&nbsp;
FUN FACT: Bill Burnett rode his 2012 Harley Davidson Electra Glide Ultra Classic to Sturgis, South Dakota for the annual rally in 2012. He also performs his own bike modifications.

Many cities prioritize improving walkability in downtowns and commercial areas, not just to enhance safety or to develop community character, but because there is real potential for financial return on investment. Investments in walkability, which measures an area&rsquo;s ease of connectivity via non-vehicular transportation, can include sidewalks, multi-use paths, streetscape enhancements, and traffic-calming measures. While these projects might be more often categorized as infrastructure, they do much more than provide a mode of transportation. They have the power to transform local economies.
Places where people feel safe and comfortable walking are places where businesses can thrive. Bustling downtown districts offer a variety of things to do - restaurants, coffee shops, art galleries, and breweries - all within walking distance of one another. Increased foot traffic creates higher property values in these areas and the surrounding neighborhoods as well. Over time, the tax value per acre in these dense, walkable areas will outpace areas that are more dependent on vehicular traffic. This has been confirmed in multiple studies by <a href="https://www.urbanthree.com/">Urban3</a>, a company specializing in revenue modeling and cost of service analysis for cities.
Not only do these compact, walkable places generate more tax revenue per acre, they require less extensive infrastructure networks compared to sprawling, car-dependent developments. For cities, this results in lower costs for road maintenance, utilities, and public services. It&rsquo;s a win-win.

PLA, ASLA

Signed into law in 2021, the Bipartisan Infrastructure Law (BIL) allocated $550 million for transportation, resilience and broadband infrastructure, the largest such investment in the history of the United States. Similar infrastructure programs have provided funds in the past to states, counties, metropolitan planning organizations and municipalities to build and repair new roads, bridges and trail systems.&nbsp;
The priority for clean and equitable transportation modes, such as bicycling and walking, can be found in the title of this new grant program: Rebuilding American Infrastructure with Sustainability and Equity, or RAISE. In Arkansas, adding more trails makes sense when considering solutions to local transportation issues, primarily due to the reality that most cities are too small to support public transit (beyond on-demand systems). Only the largest metropolitan regions in the state, Central Arkansas and Northwest Arkansas, have the population threshold necessary to support public transit. When integrated into a regional transportation framework, trails become not only recreation options, but practical transportation modes, turning a car trip of less than a mile into a 5-minute bike ride or a 20-minute walk.
The U.S. DOT has awarded two Arkansas communities with RAISE grants for comprehensive trail networks (with two additional trail projects awarded to ArDOT and ADPHT). In 2022, Conway was awarded a $24.6 million RAISE grant to construct 15 miles of separated multi-use trails. Just one year later, Russellville won $23.4 million to construct a similar 13-mile network. Most recently, Searcy was awarded $4.2 million, the largest grant award in the City&rsquo;s history, for the planning portion of a 21-mile trail network. All three communities competed against significantly larger metropolitan areas and cities across the country for multimillion-dollar transportation grants &ndash; and won.&nbsp;
<img src="https://api.www.craftontull.com/media/uploads/insights/pathways_to_progress_raise_grants/sidepath_mena_copy.webp" alt="RAISE Grant Supporting Graphic" width="1920" height="1404" />
The availability of RAISE funding can provide hope for small to mid-sized cities seeking to decrease stress on local roadways while providing transportation solutions for vulnerable populations. While Conway just recently launched a micro transit option for its citizens, Russellville has no public transit, leaving bicycling and walking as the remaining transportation options for those without access to a car. This includes individuals with disabilities who would otherwise participate in the workforce, children within walking distance of their school who could participate in walk-to-school programs or anyone desiring clean and affordable transportation options.&nbsp;
Crafton Tull has provided grant application support for Arkansas communities that has resulted in federal and state grant awards for trail projects. Federal grants require a high level of detail and copious amounts of technical data to support the demonstrated need for active transportation investment. The most important ingredient in a RAISE grant submission is a clear, accurate, and concise telling of your community&rsquo;s story. Our experience has revealed three crucial steps for aspiring communities to take in preparing their application.
<h2>1. Engage Your Community</h2>
<img src="https://api.www.craftontull.com/media/uploads/insights/pathways_to_progress_raise_grants/img_2521_v2_copy.webp" alt="Public engagement is a critical piece of the RAISE Grant application process" width="1920" height="1512" />
<h6>Public engagement is a critical piece of the RAISE Grant application process</h6>
Public engagement is an integral component of the RAISE process, taking the form of public meetings, stakeholder interviews or web-based surveys. Citizens need to show support and excitement for the plan, demonstrated through recorded input that can be reflected in the grant application. Some communities may choose to pursue RAISE funding following a successful bicycle and pedestrian planning process, and other cities may choose a similar approach of engaging the public during a plan update.&nbsp;
Cities lacking any history of public engagement surrounding bicycling and walking should not be discouraged: effective public engagement can be conducted in a time period as short as three months. Some communities may choose to hold stakeholder interviews to gather feedback from major employers, nonprofits, school superintendents and other community leaders regarding where they see their constituents bicycling and walking, and what routes they take.&nbsp;
<h2>2. Form a Team</h2>
Another common denominator among Arkansas&rsquo; successful RAISE applications is collaborative interdepartmental communication. In Russellville, the planning, streets, parks and recreation departments, as well as administrative and financial divisions of the City set regular weekly meetings to coordinate, share input and write sections of the grant together. Grant writers employed by a city will rely on the knowledge and expertise of these departments. Where expertise may be lacking at the city level, a firm like Crafton Tull can provide cost estimates, 3D renderings, and supplemental grant writing.

PCED

Cow pastures not long ago spanned the hundreds of acres now considered prime real estate along I-49 in an area called Uptown Rogers in Northwest Arkansas. Development has boomed in recent years on both sides of this one-mile stretch of interstate between New Hope Road and Pauline Whitaker Parkway. This piece of the I-49 corridor is home to Mercy Hospital, The Walmart AMP, Topgolf, Embassy Suites and Rogers Convention Center, office towers, and the Pinnacle Hills Promenade shopping mall, among other commercial and residential developments.
<img src="https://api.www.craftontull.com/media/uploads/insights/driving_progress/collage.webp" alt="" width="830" height="527" />
<h6>from top left: Northgate Plaza, Topgolf, The Walmart AMP, Embassy Suites</h6>

P.E., LEED AP

To many, a triple bottom line approach brings thoughts of business strategies. This term, which means incorporating a social, economic, and environmental aspect, is a common business and accounting practice and is sometimes referred to as the Three Ps (people, planet, and profit). However, it can be a community improvement practice for municipalities as well.
Municipalities aren&rsquo;t businesses, but they have a similar mission of getting the best return for their investment. After all, most of the money used for municipal projects is coming from a tax-payer funding source of some nature. Depending on the size of the project, it could be an investment bigger than some businesses will ever make.
<img src="https://api.www.craftontull.com/media/uploads/projects/12th_street_community_jump_start/project_thumbnail_large.webp" alt="12th Street Community Jump Start" width="1050" height="600" />
<h6>12th Street Community Jump Start Project - Little Rock, AR</h6>
Sustainability is a key to a strategic investment in roadway infrastructure that will benefit the community, the environment, and the economics of the area. Taking a triple bottom line approach to designing infrastructure for the community can accomplish all these things and create a synergy that can not only produce a return on investment immediately but has the potential for a sustained ROI for years to come. This approach to the design of municipal projects has the potential to transform a neighborhood, community, or an entire city.
Crafton Tull has found this to be true in a variety of projects, including the 12th Street Community Jump Start project in Little Rock, the Levy Jump Start project in North Little Rock, and the Main Street Little Rock Water Quality Demonstration in downtown Little Rock. Each of these street improvement projects serves a different community, but each of them offers benefits to the social, economic, and environmental health of the area, and were designed with the Three Ps in mind.
<img src="https://api.www.craftontull.com/media/uploads/projects/main_street_water_quality_demonstration/main_street_water_quality_demo_s03.webp" alt="Little Rock Main Street Water Quality Demonstration" width="1920" height="800" />
<h6>Main Street Water Quality Demonstration - Little Rock, AR</h6>
The improvements to each of these areas might seem simple from the outside looking in &mdash; improved streets, drainage, pedestrian crossings, better lighting &mdash; but looking a little deeper reveals the embedded Three P benefits. What could be implemented as a simple street improvement project becomes something more when the harmony of these three areas is considered and implemented.
<h4>Social (People)</h4>
A walkable area can make all the difference in the social aspect of a community. A properly designed street and pedestrian accessibility with enhanced safety features, such as lighting, can help to accomplish this goal. Little Rock&rsquo;s 12th Street and North Little Rock&rsquo;s Levy communities, as well as Little Rock&rsquo;s Main Street Corridor all needed improvements to the accessibility of the area and these projects provided these accommodations. But that is only the beginning.
<h4>Environmental (Planet)</h4>
In each of these designs, low-impact development was utilized, which places an emphasis on environmentally friendly solutions to common infrastructure projects, such as drainage. In the 12th Street Community and Levy improvements, pervious pavement, rain gardens, and other low-impact development help to filter pollutants in stormwater runoff from the streets. In downtown Little Rock, the Main Street Water Quality Demonstration Streetscape focused on showcasing the hydrologic cycle within the urban environment while educating the community about such techniques and their benefits.
These design techniques are not only aesthetically appealing, but they also directly correlate with the restoration of the natural ecosystem within the area. Native plantings and bioswales can reduce the need for some concrete drainage inlets. This approach promotes interaction within the streetscape rather than creating a barrier.
<h4>Economic (Profit)</h4>
With improved walkability and accessibility comes the potential for economic growth. In all these areas there are small businesses or the potential for new businesses. The economic aspect builds upon the social aspect by improving access to these businesses, which in turn provides a profit for the municipality through tax collection and continued growth. But it doesn&rsquo;t stop there either.
Following this method allows for the communities to benefit three-fold rather than just improving one aspect of quality of life. Each piece of the triple bottom line approach is interconnected creating a continuous spur for development and further growth in the area.
<img src="https://api.www.craftontull.com/media/uploads/projects/12th_street_community_jump_start/12th_street_jump_start_s03.webp" alt="12th Street Community Jump Start" width="1920" height="800" />
To institute improvements such as these, the city and the design consultant must solicit buy-in from those in the community, including residents, business owners, and city officials. Once a plan has been put forth, it&rsquo;s important to designate a champion for the project who will push it forward regardless of potential changes in the economic and political environments. Just as it is important to plan and design with these things in mind, it is equally important to follow through with the project and bring it to fruition as promised.
Ultimately, this approach to city street design can provide a lasting impact on residents, economics, and environment within a community. When considering a lasting return on investment for any municipality, this approach can pave the way for future growth and prosperity.
&nbsp;

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.

When imagining a playground, most people likely first think of a spiraling slide or a high-flying swing. Of course, play equipment is essential to a playground, but what&rsquo;s under that equipment is just as important.
A playground&rsquo;s surface is a critical component worthy of careful consideration during the design process. It&rsquo;s essential to understand how various surface types impact safety, accessibility, maintenance, and overall aesthetics. A playground with the wrong surface type could create an unsafe maintenance headache with barriers that exclude some children. However, some surfaces can help elevate the playground experience for kids of all abilities.
<h3><img src="https://api.www.craftontull.com/media/uploads/insights/playground_surfaces/lowell_kj_memorial_inclusive_playground_2.webp" alt="KJ Memorial Inclusive Playground - Lowell, AR" width="1920" height="1440" /></h3>
<h6>Inclusive playground at Kathleen Johnson Memorial Park - Lowell, Arkansas</h6>
<h2>Safety</h2>
Unitary surfaces, such as synthetic grass and poured-in-place rubber, are widely considered to be the safest choice because they offer a cushioned floor to lessen the impact of falls. While a cheaper option, loose-fill surfaces like engineered wood fiber do not provide the same impact rating. Additionally, unsafe objects sometimes hide below loose-fill surfaces, and it can be tempting for children to throw or chew the fill material.
<h3><img src="https://api.www.craftontull.com/media/uploads/insights/playground_surfaces/playground_kids.webp" alt="Two Rivers Park Inclusive Playground - Little Rock, AR" width="1920" height="1319" /></h3>
<h6>Inclusive playground at Two Rivers Park - Little Rock, Arkansas</h6>
<h2>Accessibility and inclusion</h2>
Wheelchairs and strollers move with little to no restriction on rubber and synthetic grass playground surfaces. The same cannot be said for loose-fill options. While engineered wood fiber and rubber mulch meet minimum ADA standards, they do not provide the same ease of movement. Landscape mulch, sand, and pea gravel surfaces are not ADA-compliant and should not be used at public parks and playgrounds.
<h3><img src="https://api.www.craftontull.com/media/uploads/insights/playground_surfaces/mills_park_bryant.webp" alt="Mills Park Inclusive Playground - Bryant, AR" width="1920" height="1440" /></h3>
<h6>Inclusive playground at Mills Park - Bryant, Arkansas</h6>
<h2>Park theme and aesthetics</h2>
A playground&rsquo;s surface can enhance the look and feel of a park and could mean the difference between an environment that sparks play and imagination and one that&rsquo;s bland. Poured-in-place rubber is popular for its wide-ranging color options and custom design possibilities. It can carry out a park&rsquo;s theme, highlight walkways and circulation patterns, and add color vibrancy. Imagine a playground with a fishing hole theme. The rubber colors can represent water, sandbars, and even lily pads.&nbsp;

We&rsquo;re all aware of the benefits of eating healthy and getting regular exercise. But what about getting enough sunlight? Many of us tend to spend most of our time indoors, frequently sitting at a desk in front of a computer for hours at a time, disconnected from the weather, and rarely getting an ounce of vitamin D (at least during the work week).
That's where the importance of designing to capture and utilize natural lighting comes into play. This is important for all architectural buildings, but particularly for spaces people spend extended time, such as the workplace and community buildings that are publicly funded.
The benefits of lighting within community buildings are not limited to the health of their occupants; there are economic benefits as well.

AIA, LEED AP

Wes holds a master&rsquo;s degree in architecture from the University of Texas at Austin, and has been a registered architect since 1995. Wes came to work at Crafton Tull in 1998 and is thankful to be able to pursue his passion for architecture in a wonderful place like Fayetteville.
He has filled the role of design architect and project manager on a wide range of project types including educational, healthcare, and commercial office buildings. Wes enjoys taking a project from initial idea all the way to owner occupancy, overseeing each step along the way. This broad experience has allowed him to develop relationships with both client and contractor, drawing on the expertise of both for the success of the project.
FUN FACT: Wes had a brief movie acting career before discovering his passion for architecture, but remains a member of the Screen Actors Guild.

Parks and recreation departments provide <a href="https://www.nrpa.org/uploadedFiles/nrpa.org/Advocacy/Resources/Parks-Recreation-Essential-Public-Services-January-2010.pdf" target="_blank" rel="noopener">essential public services</a>, but funding constraints prevent many from adding more beneficial programs. Most local departments rely on tax-based revenue from general funds. Non-tax revenue generated from fees, permits, sponsorships, and donations is often a smaller but vital funding source. Amenities that incorporate cost-recovery features, such as user fees, can help parks and recreation departments enrich and sustain recreational offerings without creating a budget shortfall.&nbsp;
<div class="ArrowButton_blueArrow__UtOI3 ">
It is essential to recognize that each local government is different, and therefore cost-recovery policies should incorporate a community's unique values. For example, if there is consensus that a program substantially benefits the community as a whole, a department may be less inclined to collect fees. On the other hand, a department may collect fees for an amenity that primarily benefits individuals, such as campsite rentals or classes. Some departments formally adopt <a href="https://slocountyparks.com/wp-content/uploads/2018/07/County-of-SLO-Cost-Recovery-Methodology-Final-Report.pdf" target="_blank" rel="noopener">cost recovery policies</a> to address these issues transparently. &nbsp;&nbsp;
Most departments generate non-tax revenue from facility rentals and concessions. However, some cities are seeing success with creative, less common amenities.
The following is a list of out-of-the-box ideas that your department might consider implementing.
<h2>Dog park lectures from local experts</h2>
It's no secret that the number of dog parks is rising across the country. While most cities with dog parks do not collect user fees, some departments provide special on-site programming and charge a sign-up fee. Cities can invite local canine experts to host sessions on topics including behavior training, dog park etiquette, skills course activities, and hiking. This programming can help both dogs and dog owners feel more comfortable at the park, while enhancing safety, and encouraging healthy, active lifestyles.&nbsp;
</div>

Barry R. Williams is originally from Jackson, MS and graduated from the Mississippi State University Department of Landscape Architecture in 1992 where he earned his Bachelor&rsquo;s degree. He has been a registered landscape architect for the past 20 years in the state of Arkansas, and 15 of those 20 years he has been employed by civil engineering firms with a focus on land development.
Over his career Barry has served on the Arkansas State Board of Architects and Landscape Architects. He is a past president of the Arkansas Chapter of the American Society of Landscape Architects, a graduate of the Faulkner County Leadership Institute, a past the chairman of the Conway Tree Board, and was elected to two terms as Justice of the Peace for Faulkner County serving on the Quorum Court. During his public service on the Faulkner County Quorum Court, he was a member of the Roads and Infrastructure Committee where he began leading the charge for the development of new roadway standards for development in the County.
He has been a member of Conway&rsquo;s First Baptist for the past 17 years serving on the Building Committee and as a vocalist with the Praise and Worship Team.&nbsp;
<h3>FUN FACT</h3>
At his first job out of school, Barry helped train attack dogs that guarded a nursery and garden center in Little Rock.
&nbsp;
<div class="awards-section">
<h6>Alabama Society of Professional Engineers</h6>
2009 Young Engineer of Year
<h6>American Council of Engineering Companies of Arkansas</h6>
2016 Grand Conceptor Award
<h6>Alabama Society of Professional Engineers</h6>
2012-2013 State Director
<h6>National Society of Professional Engineers</h6>
2015-2016 Chapter President
</div>

A community&rsquo;s capacity to prevent, respond to, and recover quickly from disruptions is referred to as resilience. At its most basic, resilience is simply the ability to get back in the game after suffering a hard blow.
Many communities are facing new or intensifying weather-related risks such as:
<ul style="list-style-type: square;">
<li>Extreme Temperatures</li>
<li>Floods</li>
<li>Storms</li>
<li>High Winds</li>
<li>Wildfires</li>
<li>Water Stress</li>
<li>Drought</li>
</ul>
&nbsp;
Every community is unique, with its own character, ideas, and distinct values. Enhancing the resiliency of a community begins with assessing hazards and vulnerabilities of all kinds, investigating and prioritizing options for addressing those vulnerabilities, and building a plan the community embraces and takes action to implement. Having a plan allows a community to achieve a holistic approach that creates true resilience. Having a plan also supports fundraising efforts by focusing efforts on defined projects with established goals.
<img class="img-responsive" src="https://api.www.craftontull.com/media/uploads/insights/infrastructure_dollars/crafton_tull_walk_audit_resiliency.jpeg" alt="Planning for Resiliency" width="1000" height="750" />
Through careful planning and design, communities can reduce all kinds of risks. A resilient city has a diverse economic base that is not overly dependent on any single employer or source of income. If a single tornado can destroy a city&rsquo;s entire sales tax base, then the city is already vulnerable. Adopting development codes that encourage mixed-use development disperses points of sale and helps mitigate that risk.
Avoiding development in high-risk areas such as areas prone to:
<div>
<ul style="list-style-type: square;">
<li>Flooding</li>
<li>Landslides</li>
<li>Wildfires</li>
<li>Other Natural Events</li>
</ul>
</div>

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.www.craftontull.com/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.

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.

It's no secret that farmers markets have become <a href="https://www.ams.usda.gov/sites/default/files/media/NationalCountofFMDirectory17.JPG" title="Farmers market popularity" target="_blank" rel="noopener">increasingly popular in recent years</a>. As demand for fresh, local produce rises, cities across the country are investing in the development of versatile, strategically located venues with farmers markets in mind. When thoughtfully designed, public spaces that host farmers markets can also serve as festival backdrops, outdoor concert venues, demonstration kitchens, and more. From an urban planning and building design perspective, there are several factors to consider when determining an ideal farmers market location and whether or not a structure is feasible.
<h2>Visibility + Access</h2>
A farmers market can have a wide selection of the freshest local produce in town, but it cannot realize its full potential without a proper location. Central commercial districts, such as downtowns, often make for ideal locations because they offer built-in foot traffic along with easy access and high visibility.

Mark is a Senior Vice President and leads the Architecture Division at Crafton Tull, as well as serving on the Board of Directors. He received his bachelor's degree from the Fay Jones School of Architecture and Design.
Mark is an active member of the American Institute of Architects (AIA), National Council of Architectural Registration Boards (NCARB), and is a LEED&reg; AP professional specializing in building design and construction.
Mark has worked for Crafton Tull for over 28 years, and he leads outstanding design teams in developing successful projects in major market sectors, including: primary and secondary education, postsecondary education, corporate, spiritual, municipal, sports, and industrial facilities.
FUN FACT: Mark started working at Crafton Tull on Valentine's Day in '94 and has loved working here ever since!

I&nbsp;use the word &ldquo;bikeability&rdquo; quite a bit these days, but thought I would look it up, for the sake of this article, to see if it is officially a word.&nbsp;
According to the Merriam-Webster dictionary, bikeable means &ldquo;suitable or fit for biking, or capable of being traversed by biking.&rdquo; My own definition is that bikeability is like walkability only on wheels. If you are a mayor, city planner or county judge in Arkansas, my question for you is, &ldquo;What is your community&rsquo;s bike score?&rdquo;
Most have heard of a community&rsquo;s walk score. A bike score is similar but measures whether a location is suited for cycling on a scale of 0-100. The score uses four equally weighted components: 1) bike lanes, 2) hills, 3) destinations and road connectivity and 4) bike commuting-mode share. It is safe to say that nearly all Arkansas towns, except for a few cities in Northwest Arkansas, fall into the 0-49 &ldquo;Somewhat Bikeable&rdquo; category (minimal bike infrastructure).
So why should we care? Why is bikeability important?
&nbsp;
<img src="https://api.www.craftontull.com/media/uploads/insights/bikeability/bikeability_multiuse_path.webp" alt="" width="1000" height="750" />

Splash pads have recently become popular family recreation destinations in cities of all sizes. While not meant to be a replacement to the pool, they offer a fun water experience while requiring a relatively small financial investment. For municipalities struggling with functionally obsolete and costly pools, splash pads are a smart alternative. They are scalable, allowing them to meet wide-ranging levels of service and budget. The jets and sprays offer an endless combination of choreographed movements, intensity, and sizes of water. Communities are implementing stand-alone splash pads, integrating them into existing pools and playgrounds, and including them in the design of new aquatic complexes.&nbsp;
<h2>Why consider a splash pad?</h2>
<ul style="list-style-type: square;">
<li>Energy -&nbsp;Energize and liven up an urban or formal space with wet plazas and interactive fountains. These spaces attract visitors, acting as a focal point to an area.</li>
<li>Efficiency -&nbsp;Co-location to existing park amenities provide further efficiencies including maintenance, parking, covered picnic areas, and restrooms.</li>
<li>Revenue -&nbsp;Plan for adjacent pavilion rentals to foster use and revenue. Optional fees could fund operations, maintenance, and future expansion.</li>
<li>Interest -&nbsp;Universal splash mounting systems allow cities to periodically rotate spray fixtures, which can spark renewed interest and encourage return visits.</li>
</ul>

There is an unseen, but avoidable, cost in construction and development. Underground utilities hide below the surface of right-of-ways, run under roadways, and thread their way between buildings in highly developed areas.
Most municipal infrastructure projects start with utilities. Utilities create the roadmap for services that keep a city ticking. Gas lines, water mains, and gravity-fed sanitary sewer are interspersed with electrical lines, and, closer to the surface, cable or fiber internet. All of these utility lines can create a complicated matrix of underground obstacles to deal with.

Like many other components of our national infrastructure, streets and roads do not get much attention until there is a problem. Funding limitations often force counties, municipalities, and university campuses to put off routine maintenance of asphalt surfaces until such problems exist to the point that major reconstruction of a road, street, or parking lot is necessary. Research has shown that it is far less expensive to keep a road in good condition than it is to repair it once it has failed. In addition to the cost of major repairs, pavement in poor condition causes increased fuel use, vehicle wear and tear, and is detrimental to safe travel. One of the most underutilized tools in identifying developing problems and prioritizing maintenance schedules to extend the life of pavement surfaces is the implementation of a Pavement Management System.
&nbsp;
A Pavement Management System consists of three major components:
<div class="row customLists">
<ol>
<li>A system to regularly collect pavement condition data.</li>
<li>A method to sort and store the collected data.</li>
<li>An analysis to evaluate repair or preservation strategies and suggest cost-effective projects to maintain street conditions.</li>
</ol>
&nbsp;
</div>
Larger cities may have the budget to dedicate full-time staff and use commercial software to manage their municipal pavement system.&nbsp; These systems facilitate the collection of Pavement Condition Assessment ratings, assist in prioritizing and tracking maintenance and repairs, track expenditures, and assist with annual budgeting.
Pavement condition data collection methods range from simple &ldquo;windshield surveys&rdquo; to the use of elaborate testing vehicles that measure smoothness, skid resistance, faulting, and cracking in the road surface. From this assessment, pavements are typically given a rating or grade that is used to rank order the condition of streets.
For smaller municipalities with limited budgets, city staff can conduct Pavement Condition Assessments (PCA) of existing streets.&nbsp; A &nbsp;PCA can be conducted in a low-cost manner to evaluate the existing condition of pavement surfaces without the use of expensive testing equipment that is not readily available to smaller municipalities. Such rating systems allow engineers, public works directors, street department superintendents, and physical plant directors to assess the current conditions of the pavement surfaces and address potential issues before they become major failures. The system can also be used to prioritize surface rehabilitation efforts for a city, county, or campus.
The process is quite simple and can be performed in-house or through the services of an outside engineering firm. The complexity of the project depends on the size of the municipality and the number of miles of streets to be evaluated.
Under a typical system, an inspector begins by preparing a map of the streets to be evaluated so that progress can be tracked. The inspector then slowly drives each section of street to produce an overall rating of the ride quality (smoothness) of the road on a scale of 0 to 10 with 0 being an excellent, smooth surface and 10 being the worst.&nbsp; Then, to get a closer look, the inspector walks each section, taking notes of the various types of failures and distress of the pavement, giving a numerical value for each distress or failure noted. Since most streets in Arkansas and Oklahoma are constructed with asphalt (vs. concrete), following are some of the typical asphalt distresses seen in local pavements:

LEED AP

Engineers have long designed roadways for vehicular use, but multi-modal transit and place-specific purpose are newer elements in the way roads are imagined today. Thoughtful roadway design incorporates these principles in both new construction and road rehabilitation projects.
Roads inherently have lanes for cars, but bike lanes, sidewalks, and on-street parking can transform a plain street into the Swiss Army knife version of transportation.
Street design can be a tool to create places where people want to be: where they live, shop, and dine. Street revitalization can inject new purpose into established areas.
<img src="https://api.www.craftontull.com/media/uploads/insights/reimagining_roads/bike_and_pedestrian_friendly_roads_copy.webp" alt="Roadside" width="2992" height="2000" />

There exists an increasing need for infrastructure rehabilitation. Factors in this struggle include rising community expectations, increasing environmental awareness, diminishing financial resources, aging infrastructure, growing risk management, and regulator expectations. To mitigate these issues, several trenchless rehabilitation methods have emerged from this growing need, including CIPP, Slip Lining, and Pipe Bursting. Design factors such as hydraulic capacity, line location, and other existing utilities determine which techniques are appropriate. CIPP can provide one of the most effective, comprehensive solutions to the rehabilitation of pipes with existing limitations.
Cured-In-Place Pipe, or CIPP, was introduced by Eric Wood and first used in London, England, in 1971. It is a full-segment rehabilitation of pipe and takes on the shape of the host pipe, essentially becoming a pipe within a pipe. This trenchless technology is used to remediate or repair subsurface utility pipes, most often sanitary sewer. In many cases, a community&rsquo;s aging sewer infrastructure is leaking, collapsing, or has been compromised and is subject to exfiltration and/or infiltration.
Exfiltration happens when sewage in a pipe is allowed to improperly exit the system and enter the surrounding environment, which is prohibited by the Environmental Protection Agency (EPA). Infiltration happens when ground water is allowed to enter the system. This impacts the system&rsquo;s design capacity and can lead to overflows and increased treatment expenses.
IPP consists of a non-woven fabric impregnated with resin, either pulled into place or inverted, inflated, and cured by heat (steam or heated water) or UV-light. There are typically two types of fabric used in CIPP, felt and fiberglass. Resins include polyester, vinyl ester, or epoxy and can be either factory applied and transported to the site in a lightless temperature-controlled manner, or wetted on site. Typically, resin is applied to the liner in the climate controlled factory, however, some circumstances, such as large pipe sizes, require an on-site or over-the-hole wet-out process due to transportation limitations.
Most resins used with CIPP are styrene-based. While curing CIPP, a noticeable styrene odor is present; however, levels released are not dangerous and are well within the National Institute of Occupational Safety and Health (NIOSH) recommendations. Keeping the local public appraised of this information is key to reducing public health concerns during CIPP projects. Additionally, UV-cured liners release less styrene odor and can be beneficial for this reason in areas of high sensitivity.
CIPP can be installed to restore the structural integrity of an entire pipe or as a spot repair to mitigate a localized point in need of repair.
<img src="https://api.www.craftontull.com/media/uploads/insights/cipp_lining/cipp-pwtrenchless-1617028082.webp" alt="CIPP lining install" width="800" height="534" />
<h6>&copy; PW Trenchless - Image Source:&nbsp;<a href="https://www.pwtrenchless.com/">pwtrenchless.com</a></h6>
CIPP is secured in place using a mechanical lock on the current host pipe at the manholes and pipe joints. The interface between the liner and the host pipe is sealed at the manholes to eliminate infiltration and exfiltration of the system. CIPP is best used in host pipe materials other than plastic, and can accommodate uncommon pipe shapes, such as egg shaped, and materials, including brick.
Because sewer by-pass of the system is necessary during installation, it is recommended to notify affected property owners of the planned temporary interruption of service. Typically, the contractor will leave door hangers in the project area to prepare residents and businesses, giving them a point of contact for questions.
The CIPP process begins with pre-cleaning to remove roots and debris from inside the pipe. Then the pipe is inspected using closed-circuit television (CCTV). This is called &ldquo;Pre-CCTV&rdquo; in the work contract. If the pipe is a good candidate for CIPP installation, the method, material, thickness, and tolerances are established.
Once installed, the resin must cool completely at a controlled rate to prevent snapping or delamination issues. Samples are collected and sent to a certified laboratory for flexural modulus and modulus of elasticity testing of the cured material. Typically, one (1) sample is sent for every 1,000 LF of CIPP installed on a job. Meanwhile, the service connections are reestablished.
<img src="https://api.www.craftontull.com/media/uploads/insights/cipp_lining/cipp_lining.webp" alt="CIPP before after" width="800" height="440" />
Finally, &ldquo;Post-CCTV&rsquo; data is collected and inspected for defects. The final acceptance of the line is based on materials testing results and post-CCTV documentation. Usually, the material supplier and the installation contractor will provide separate warranties for a standard period of time.
Pricing per linear foot naturally improves with higher quantities of installation.
Pros:
<ul>
<li>Cost effective compared to trenching and site restoration.</li>
<li>Minimally invasive. Can be accomplished with less service interruption, traffic disruption, and public inconvenience.</li>
<li>Work is completed in much shorter time frames, usually within hours instead of weeks.</li>
<li>CIPP is a structural reformation and extends the lifecycle of the pipe. Not merely patching but fully restoring pipe integrity.</li>
<li>CIPP can reestablish a smoother interior surface for partially or fully degraded pipes to increase flow capacity. Additionally, this method of remediation minimally reduces the interior diameter of the host pipe.</li>
</ul>
Cons:
<ul>
<li>CIPP does have limitations to the pipe failures it is applicable to. It cannot correct a sag in the pipe, pipe intrusions, severely offset joints, or larger holes that can allow the CIPP to balloon into a vacant space.</li>
<li>Installation usually requires certified specialists.</li>
<li>CIPP can be improperly installed. The lining can snap, delaminate, wrinkle, have dry spots, curing irregularities, or foreign inclusions.</li>
</ul>
<hr />
CIPP installation specifications come from ASTM F1216-12 and F1743-13. Tube and resin material specifications are found in ASTM D5813-14. The National Association of Sewer Service Companies (NASSCO) has been proactively developing CIPP health and safety requirements for over 35 years, including an inspector training and certification program.

P.E., MBA

Most normally crowned roadways drain to the outside lanes, but an engineered water quality swale in the roadway median can add green infrastructure and create cost savings.
Not every project is a good fit for this option, but for a divided roadway with a gentle slope, the central median has the potential to be a tree-lined boulevard with drainage hidden beneath.
Water quality in urban runoff is becoming an important issue for cities. A water quality swale can reduce pollutant discharge by filtering the&nbsp;<a href="https://nacto.org/publication/urban-street-design-guide/street-design-elements/stormwater-management/bioswales/" target="_blank" rel="noopener">&ldquo;first flush&rdquo;</a>&nbsp;or first inch of rain.
Typically &lsquo;bar ditch&rsquo; swales are stationed on either side of the roadway. Still, a single central swale can be an economical solution because only half the number of stormwater inlets are needed to get water into the storm drain. The storm sewer trunk line can typically be reduced in size, and the water quality swale captures the initial runoff and drains it into the soil.
However, careful planning is required to make a project like this a success. Drainage in the central median starts with an inverted crown design, making it a good fit for new construction or any project that requires a complete grading, drainage, and surface design.

Sanitary sewer infrastructure represents a tremendous investment for cities. Each day, communities of all sizes depend on miles of underground sewer lines to transport millions of gallons of wastewater. Because these systems are unseen, defects and deterioration often go unnoticed until a problem arises above ground. When ignored, aging sanitary sewer systems experience complications that can lead to public health hazards, cause unplanned service interruptions, and require expensive emergency repairs. One of the most common defects of a deteriorating sanitary sewer system is large amounts of infiltration and inflow (I/I). This increased groundwater and stormwater load on the network can create manhole surcharges during rain events and disrupt the wastewater treatment process.
<img src="https://api.www.craftontull.com/media/uploads/insights/sewer_rehab/sanitary_sewer_manhole_overflow.webp" alt="Manhole surcharge" width="800" height="534" />
Sanitary sewer rehabilitation extends the life of aging collection and conveyance systems using various construction techniques. Whether it is manhole rehabilitation, pipe rehabilitation, or both, these projects allow cities to preserve one of their most vital assets.
Here are four tips for successful sanitary sewer rehabilitation:

If you have thought about historic preservation, it was likely in the context of ensuring old buildings stay standing. As the desire to revitalize downtown areas becomes more popular, there is an increasing focus on the practical reasons to maintain detailed records of what exists now, what came before, and what is to come.
Most often, we use Light Detection and Ranging Scanning (LiDAR) to collect comprehensive data for 3D modeling, 3D inspection, and improved 3D asset management. LiDAR is a surveying method that uses laser technology to scan buildings and sites and creates a high resolution 3D digital model.&nbsp; As is often the case, new and innovative technology quickly breeds new and innovative ways to use it; historic preservation is one of those ways. Crafton Tull recently used LiDAR technology to scan the historic Lane Hotel building in downtown Rogers, AR. Once collected, the data was used by our architecture team to create a Building Information Model (BIM) to aid in the renovations from old hotel use to the new Haas Hall Academy.
<img src="https://api.www.craftontull.com/media/uploads/insights/lidar_historic_preservation/lidar_historic_preservation_haas_hall_academy_crafton_tull_old_photo.webp" alt="Haas Hall Historic Photo" width="800" height="621" />
Many cities may want to scan and model buildings for historical reference, while others may want to use the information in specific renovation projects. The Haas Hall project is a prime example of how to go about starting the process.

With many communities looking to implement low impact development (LID) concepts into their urban design, rain gardens and bioretention basins are becoming increasingly popular. One reason for their rise in popularity is their ability to help manage stormwater runoff and to improve downstream water quality.
Rain gardens are shallow, constructed depressions planted with deep-rooted perennial flowers and native vegetation. When strategically located, the gardens capture and soak up rainwater runoff from impervious surfaces such as roofs, streets, driveways, and parking lots. They are typically used in low volume/low velocity runoff situations.&nbsp; Bioretention basins are like rain gardens but are larger and designed to handle a larger volume of stormwater.
<img src="https://api.www.craftontull.com/media/uploads/insights/rain_gardens/little_rock_main_street_low_impact_development_crafton_tull.webp" alt="Little Rock rain garden" width="900" height="600" />
For many years, most cities in the Arkansas and Oklahoma region have required stormwater detention facilities to limit the increase in runoff from new developments to predevelopment flows.&nbsp; Cities are now recognizing the importance of not only controlling the volume of stormwater from new developments but also the quality of the stormwater that exits from those developments.&nbsp; Strategically placed rain gardens, bioretention basins, and other LID measures can greatly improve the water quality in downstream creeks, rivers, and lakes.
Placing a rain garden at or directly below the stormwater discharge point of an impervious surface helps to slow down and store the runoff before it enters a nearby street or storm drain. After a heavy storm, rain gardens typically fill with a few inches of rainwater. This rainwater can then filter into the ground, helping to recharge groundwater supplies and aquifers.

Once thought of as wastelands with no practical use or benefit to society, our understanding of the importance and value of wetlands has made significant advances in recent decades. Previously drained for farming or urban development, many municipalities are now seeing the benefits of leaving wetlands undisturbed, and even in constructing new wetlands in and around their metropolitan areas.

According to the American Society of Civil Engineers (ASCE)&nbsp;<a href="https://www.infrastructurereportcard.org/cat-item/bridges/" target="_blank" rel="noopener">2017 Infrastructure Report Card</a>, 188 million trips are taken every day across structurally deficient bridges. For many cities and counties, the desire to repair their bridges is tempered by the reality of the high cost to do so. Because the funding does not meet the need for rehabilitation, those in charge are turning to alternative methods to replace these potentially hazardous bridges with safe, sound infrastructure. One example is the use of buried bridges. A buried bridge is simply a prefabricated structure, typically of steel or concrete that spans a stream or a transportation corridor and is backfilled with earth or other material.&nbsp; The structures are typically arched or three-sided and do not have a floor to them. For grade separations, they are used to span roadways, railroads, or trails. Buried bridge technology can be an effective alternative to span bridges or large box culverts. &nbsp;However, there are several factors to consider before deciding to use a buried bridge for your project.

Whether you call it a ditch, drainage channel, watercourse, or canal, facilities that carry storm water runoff are not usually thought of as anything more than a functional necessity. These intermittent streams, whether manmade or naturally occurring, are often eyesores to a campus or municipality and can be maintenance headaches to grounds keeping crews.
In past years, the prevailing school of thought has been to enclose such channels to get them out of sight (and out of mind). Cities have constructed roads, parking lots, and even buildings over reinforced box culverts. However, this option can be very expensive, and can create maintenance issues of its own.
<img src="https://api.www.craftontull.com/media/uploads/insights/drainage_design/natural_drainage_design_crafton_tull.webp" alt="Natural drainage channel" width="900" height="675" />
Other options to minimize maintenance problems have included the placement of riprap to control or eliminate bank erosion and limit the amount of invasive vegetation that has to be cut on a routine basis. Again, these options are usually unsightly&nbsp;and are not very maintenance friendly.
A less expensive alternative to these trends is the low impact design of open channels that are more appealing to the eye, and can add to the outdoor greenspace beauty of a community. This is accomplished by the deliberate placement of stones, small waterfalls, native grasses, gravel beaches, and flowering plant material to create an aesthetically appealing landscape. In essence, this process can turn the perception of an obstacle into an amenity for the campus or city.
&nbsp;
In addition to beautification, the benefits of the approach include:
<div>
<ul>
<li>The natural filtration of storm water runoff</li>
<li>The creation of micro environments for riparian and aquatic life</li>
<li>The reduction of soil erosion through the use of natural vegetation and hardscape materials</li>
<li>Typically less costly than the construction of concrete box culverts and channels.</li>
</ul>
&nbsp;
</div>
This approach can be utilized in the design of new drainage channels, improvements to existing drainage channels, or the restoration of natural streams and swales that have been neglected and have suffered erosion issues due to partial blockage by debris or sedimentation buildup.
There are many factors to consider when using this approach in design. Channels that provide drainage from small basins or low lying areas can be relatively simple to design. However, larger basins may require hydrologic and hydraulic studies to determine minimum capacities, high water marks, and water velocity during peak rain events. Special consideration also must be given to areas that are in a FEMA regulated floodplain or floodway to ensure that properties are not negatively impacted by the channel improvements.
&nbsp;

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.www.craftontull.com/media/uploads/insights/rails_to_trails/devalls_bluff_trail_devalls_bluff_ar_edit_img_7168_v2.webp" alt="DeValls Bluff" width="900" height="591" />

Roundabouts have steadily emerged across our nation in recent years and have even become the new norm for many of our communities. The numerous benefits of roundabouts, including continuous traffic flow and decreased severity in crashes, are undeniable.&nbsp; However, there are also some poorly designed examples that showcase why it is crucial to design and construct roundabouts in an exceedingly prudent manner.&nbsp; This holds true, not only for vehicular considerations, but also for pedestrian safety.
There are some misconceptions that roundabouts pose a greater danger to pedestrians than traditional intersections with traffic signal or stop sign control. &nbsp;Roundabouts are a proven way to increase safety and efficiency for all those sharing the road &ndash; including pedestrians. &nbsp;Federal Highway Administration and Insurance Institute for Highway Safety studies have shown that properly designed roundabouts result in as much as a 40 percent reduction in pedestrian collisions along with other significant improvements in safety over more traditional intersections.
<img src="https://api.www.craftontull.com/media/uploads/insights/pedestrian_friendly_roundabouts/pedestrian_friendly_roundabouts_crafton_tull_engineering.webp" alt="Pedestrian friendly roundabout design" width="1000" height="667" />

Unmanned Aerial Vehicle (UAV or &ldquo;drone&rdquo;) surveying and mapping has become a more efficient data collection process for some applications compared to traditional ground-based methods. Faster turn-around times and significant cost savings are the primary reasons why an increasing number of technical professionals are utilizing&nbsp;UAV surveying.
<img src="https://api.www.craftontull.com/media/uploads/insights/drone_surveying/stumpdumpbellavista.webp" alt="Sump Dump Bella Vista" width="800" height="533" />
Drones are particularly useful in collecting data for large area projects and in restricted access or unsafe areas. Additionally, UAVs can drastically improve the cost effectiveness of 3D topographic data collection and volumetric calculations. Construction,&nbsp;<a href="http://www.craftontull.com/pages/what-we-do/energy-division" target="_blank" rel="noopener">oil and gas</a>, mining, forestry, and agriculture industries are all taking advantage of the relatively new technology.
How are cities using UAVs to design and build better communities?
<h2>Here are four ways your city could benefit from UAV surveying and mapping technology:</h2>

Enhancing pedestrian access and walkability is a priority for cities everywhere. According to the National Highway Traffic Safety Administration (NHTSA), bicycling and walking activity is on the rise. Unfortunately, this rise in activity has also come with an increase in pedestrian injuries and fatalities.
Increasing pedestrian activity means more people using crosswalks and navigating busy intersections. A&nbsp;<a href="https://crashstats.nhtsa.dot.gov/Api/Public/ViewPublication/811366" target="_blank" rel="noopener">publication</a>&nbsp;by the NHTSA reported that about 40 percent of the estimated 5.8 million crashes that occurred in the United States in 2008 were intersection-related crashes.
<a href="https://nacto.org/publication/urban-street-design-guide/street-design-elements/curb-extensions/gateway/" title="Gateway Curb Extension - NACTO" target="_blank" rel="noopener"><img src="https://api.www.craftontull.com/media/uploads/insights/curb_extensions/gatewaycurbextension.webp" alt="NACTO Gateway Curb Extension" width="800" height="500" /></a>
<h6>SOURCE: NACTO</h6>
As cities look for ways to improve intersection safety, many are adopting design features such as ladder marking of crosswalks, perpendicular curb ramps, detectable warnings, and medians. Curb extensions, or bulb-outs, are one of the most effective and attractive ways for cities to improve intersection safety and overall walkability. While not appropriate in every situation, curb extensions offer many benefits.
&nbsp;

Dog parks are the fastest growing sector in city park systems with 89 percent growth since 2007, according to the&nbsp;<a href="https://www.tpl.org/media-room/dog-parks-lead-growth-urban-parks#sm.0001uzcka1cdxfgtqjn2gjdzeouxw">Trust for Public Land (TPL)</a>. As a landscape architect, I have seen this growing trend first-hand through my recent work on dog parks in communities across our region. One factor contributing to this rapid growth in our area is that Arkansas and Oklahoma are among the ten states with the highest rate of dog ownership, according to a 2018&nbsp;<a href="https://www.avma.org/News/PressRoom/Pages/AVMA-releases-latest-stats-on-pet-ownership-and-veterinary-care.aspx">study</a>&nbsp;conducted by the American Veterinary Medical Association (AVMA). As this popular amenity continues to gain steam in our region, there are crucial planning and design considerations that can help ensure a successful dog park.

One of my interests outside of work is coaching my son&rsquo;s travel baseball team. He and his teammates are passionate about the sport, so the other coaches and I really enjoy the time helping the boys improve their skills and learn the game. We try to keep the actual travel to a reasonable amount, but we do get to see different ballparks in our region.&nbsp; It has been interesting to see communities make investments that replace ordinary ballparks with attractions that draw visitors from outside of their town. From firsthand experience, the quality of the park itself is a leading factor when teams consider where to play tournaments.

As a park planner and landscape architect, I am very familiar with designing and constructing parks, but I decided to write about something else I know well: accessibility within parks. I am the father of a 17-year old daughter with special needs. Her challenges are the result of cerebral palsy, which affects her mobility, making her dependent on a power wheelchair. Over the years, I have seen, firsthand, the unnecessary barriers many sites present their visitors, at both parks and other supposed &ldquo;pedestrian friendly&rdquo; environments. The frustrations I experience are as much from a parent trying to assist a child as they are from a landscape architect knowing that good design can prevent accessibility issues. On the other hand, I am bolstered by the accessible parks with programs and amenities that have inclusion at the core of their mission.
<img src="https://api.www.craftontull.com/media/uploads/insights/inclusive_parks/inclusive_park_design_crafton_tull_miracle_league.webp" alt="Miracle League" width="750" height="386" />
It is good to point out that accessibility is not just about wheelchairs. It also covers improved access for many non-disabled groups such as parents with strollers, elderly with walkers and even inexperienced cyclists. Barrier-free access means all users can enjoy the site regardless of ability, age, or social status. From a land owner&rsquo;s perspective, barrier-free access implies that user safety has been improved which subsequently reduces potential liability. It&rsquo;s a win-win for both user and owner.

Great community planning aims to enhance the existing infrastructure by strategically interweaving green solutions of trails and open spaces into the built fabric of the street grid. Urban planning that respects environmental ecosystems by melding nature with an architectural order creates balance. The most livable communities tend to be ones that can balance conservationism with urbanism.&nbsp; Livable often translates to sustainable &ndash; for both nature and humans, which leads to a better quality of life for all.
<img src="https://api.www.craftontull.com/media/uploads/insights/value_of_parks/depot-park-russellville_value_of_parks_crafton_tull.webp" alt="Community Green Space" width="630" height="603" />
Trails and paths become connections between the grid and nature, intertwining each other, linking residential and commercial areas to the environment via greenways. The greenways become the life blood of the community. Having an address near or on any of these greenways becomes more valuable in more ways than&nbsp;just economics. Recreational opportunities, as well as alternate transportation options, are the result of this balance.

There's not much debate about the value of public participation in the community planning world. Whether it's a comprehensive plan, a downtown master plan, or a corridor plan, one of the most crucial elements to these efforts is the interaction with an engaged and informed body of residents. Active participation from the public leads to better planning decisions and creates a sense of ownership moving forward. But&nbsp;how&nbsp;do we achieve effective community engagement? What can planners do to give all community stakeholders a voice while ensuring their input is actionable? Communities often struggle to provide answers to these questions. This struggle is one of the reasons why some public meetings have poor attendance, and key stakeholders are left on the outside, looking in.
There is no such thing as an exhaustive list of community engagement strategies that guarantee success. Each city requires a tailored public participation plan that takes into account its unique social fabric. However, some strategies apply to all communities and, if executed correctly, foster authentic civic engagement.
Below are five strategies for communities to consider for their next planning project:&nbsp;&nbsp;

<h2>Multimodal Transportation</h2>
In 2009, Congress passed the Complete Streets Act aiming to design streets that support mobility for users of all ages and abilities, whether drivers, cyclists, pedestrians, or passengers. The&nbsp;<a href="https://www.transportation.gov/mission/health/complete-streets">official definition</a>&nbsp;from the U.S. Department of Transportation states, &ldquo;The concept of Complete Streets encompasses many approaches to planning, designing, and operating roadways and rights of way with all users in mind to make the transportation network safer and more efficient.&rdquo; Not all roads should be multimodal; it depends on vehicular speed, travel volume, and other safety factors. However, a thriving roadway network and a non-motorized transportation network, which often include Complete Streets, need not be mutually exclusive.
The Federal Highway Administration (FHWA) not only oversees and maintains our highways, bridges, and tunnels but also aids state and local agencies in their efforts to improve safety, mobility, livability, and innovation. According to the&nbsp;<a href="https://www.arkansashighways.com/Trans_Plan_Policy/statewide_planning/bicycle_pedestrian_planning/bicycle_pedestrian_planning.aspx">Arkansas Department of Transportation (ARDOT)</a>, &ldquo;FHWA encourages communities to plan for multiple modes of transportation and a Complete Streets or Smart Growth model can help.&rdquo; They go on to explain that &ldquo;Development patterns that result, including roadway placement and design, encourage walking, bicycling and transit use while continuing to accommodate motor vehicles.&rdquo;
When a city sets out to incorporate multimodal transportation, there are several factors to consider. Having worked with several municipalities on ways to implement these elements, we have found accessibility, equity, health, and sustainability to be the most compelling reasons given for considering Complete Street policies.
<img src="https://api.www.craftontull.com/media/uploads/insights/mobility_options/little_rock_12_street_pedestrian_safety.webp" alt="12th Street Little Rock" width="800" height="600" />

<h2>What is a native plant?</h2>
A native plant is one that grows in the region where it originated. Many species of native plants have very colorful, showy flowers that add beauty to the landscape.
<img src="https://api.www.craftontull.com/media/uploads/insights/native_plants/butterflyweed-1559585470.webp" alt="Asclepias tuberosa (butterfly weed)" width="682" height="512" />
<h6>Asclepias tuberosa (butterfly weed)</h6>

Cities across the country are wrestling with housing affordability and are seeking innovative ways to accommodate changing lifestyles and housing demand. Demographic changes are influencing consumer behavior, and the standard model of a single family home in the suburbs is now competing with a wider range of housing choices that are smaller and easier to maintain. This demand for new housing choices means that municipalities may need to consider changes within existing single family zoning districts, especially for the increasing popularity of accessory dwelling units (ADU&rsquo;s) on existing single family lots in established neighborhoods.
Accessory Dwelling Units are also called &ldquo;granny flats&rdquo;, &ldquo;garage apartments&rdquo;, &ldquo;laneway houses&rdquo;, etc. An Accessory Dwelling Unit is broadly defined as an attached or detached apartment that is fully self-contained, with a full bathroom, kitchen, bedroom(s), and has its own exterior door. It may have its own utility meters, but will be built to code, inspected, and have an occupancy permit issued by a local code official. ADU&rsquo;s can be between 400 square feet or as big as 1,200 sf, but should be smaller than the primary residence. ADU&rsquo;s must meet all of the setbacks and limitations of the underlying zoning district, which in many communities is the reason why ADU&rsquo;s are prohibited. The floorplan for a typical ADU can fit comfortably above a two car garage, but can also be split between the first and second floor depending on the square footage and dimensions of the lot.&nbsp;
&nbsp;

Well-designed&nbsp;parking lots should cater to cars, pedestrians, and the environment. However, many parking lot designs fall short of this standard, as they heavily favor vehicular circulation over pedestrian safety and environmental impact. Incorporating the principles of walkability and low impact development (LID) into the design can help build better parking lots. Using creative solutions, it is possible to design beautiful and functional spaces within a budget. Here are five solutions for common paved lot dilemmas:

<h2>A shift in focus</h2>
In 1940, with less than 20 percent of Americans living in rural or suburban areas, metropolitan downtown remained the hub of economic activity in the United States. Even families who lived outside of the city had to travel downtown for entertainment, including theatres, plays, restaurants, gathering space, and commerce. These figures changed drastically when the post-war automobile boom made it possible to live outside the city center where new suburban homes were being constructed at a rapid pace.&nbsp;By 2000, according to the&nbsp;<a href="https://www.census.gov/prod/2002pubs/censr-4.pdf" target="_blank" rel="noopener">U.S. Census Bureau</a>, half of the U.S. population lived in suburban areas.&nbsp;This mass exodus resulted in outlying shopping malls and big-box retail, with their ample parking and one-stop shopping appeal. They soon replaced downtown areas as the center of retail, culture, entertainment, and gathering space. Downtowns became increasingly neglected as local businesses couldn&rsquo;t compete with big box stores. Research analysts at&nbsp;<a href="https://www.theatlantic.com/business/archive/2017/04/retail-meltdown-of-2017/522384/" target="_blank" rel="noopener">Cowen and Company</a>&nbsp;published a study in early 2017 that found&nbsp;&ldquo;The number of malls in the U.S. grew more than twice as fast as the population between 1970 and 2015.&rdquo; Churches and entertainment venues also followed locating alongside the residential development of the suburbs.&nbsp;

AICP, PLA, ASLA

Every city has a personality &ndash; a reason people visit and a reason they stay. In smaller cities, it is often a strong sense of tradition and perhaps a few families that hold everyone together. In larger cities, leaders take advantage of amenities for drawing visitors, retaining residents, and uniting a diverse mix of cultures. Regardless of the size of city, amenities that offer recreational opportunities are important to people with an active lifestyle, and aquatic centers are one of the most versatile options for a diverse community. These centers create a sense of place, offer health and wellness opportunities, and have a positive impact on the economy.
<h2>A sense of place</h2>
While swimming is a lifetime sport, a pool alone isn&rsquo;t enough for the modern family. Aquatic centers add additional elements of active and passive recreation creating a more memorable experience for the whole family. The cumulative experience creates a sense of place &ndash; a desirable destination for residents as well as visitors. Shared experiences strengthen families and bring a sense of cultural unity and acceptance to diverse communities. Patrons also have opportunities to network and make social connections further unifying the community.

Cities are increasingly turning to low impact development (LID) techniques to help meet water quality goals, promote natural conservation and reduce the need for costly stormwater infrastructure. One of the guiding principles of LID is to reduce impervious surfaces so that rainwater can soak into the ground where it lands instead of requiring construction of new drainage structures. For this reason, permeable pavement is often a key feature of LID projects.
Porous asphalt, pervious concrete and pavers are common permeable pavement systems. When installed properly, all three offer economic and environmental benefits including:
<ul style="list-style-type: square;">
<li>Reduction in stormwater runoff</li>
<li>Reduction in pollutants entering waterways</li>
<li>Reduced need for drainage infrastructure</li>
<li>Recharging of groundwater</li>
<li>Reduced need for irrigation systems</li>
</ul>
&nbsp;
Project type, location, budget and other factors should be considered before selecting a permeable pavement system. This&nbsp;<a href="https://nepis.epa.gov/Exe/ZyPDF.cgi?Dockey=P100POHA.txt" target="_blank" rel="noopener">2016 study by the U.S. Environmental Protection Agency (EPA)</a> compared the performance of porous asphalt, pervious concrete and permeable interlocking concrete pavers at its parking lot in Edison, N.J. The study found that while performance of the three systems varied, all three were effective tools for infiltrating direct rainfall and stormwater run-on. Here is a brief summary of each pavement system.

The Value of Pedestrian HAWK Signals

How it works

Why you may need a HAWK beacon