Transportation Committee — Fayetteville, AR
Date: 2025-08-26
Time: 17:30

City Hall Room 101
 Fayetteville, AR 72701

 Transportation Committee Agenda
 (Immediately Following City Council Agenda Session)
 City Hall Room 101 / Virtual Meeting Via Zoom
 Tuesday, August 26, 2025
 5:30 PM


 Members
 Council Member Robert "Bob" Stafford
 Council Member Sarah Moore
 Council Member Sarah Bunch
 Council Member Min. Monique Jones

 City Staff
 Public Works Director / City Engineer Chris Brown
Assistant Public Works / Transportation Services Director Terry Gulley
Transportation Committee August 26, 2025




Zoom Information

 Webinar ID: https://fayetteville-ar.zoom.us/webinar/register/WN_z2-
 gkTITQyCV3o9EgqlUfA
 Registration Link:


Call to Order

Roll Call

New Business

 Hwy 112 Median Opening Request

 Hwy 112 (Garland Ave) – Request to Modify Raised Median


Reports and Presentations

 Summary Plans for SS4A Education and Awareness

Informational Items


Adjournment


NOTICE TO MEMBERS OF THE AUDIENCE




City of Fayetteville, Arkansas Page 2

City Hall Room 101
 Fayetteville, AR 72701

 Transportation Committee Agenda
 (Immediately Following City Council Agenda Session)
 City Hall Room 101 / Virtual Meeting Via Zoom
 Tuesday, August 26, 2025
 5:30 PM


 Members
 Council Member Robert "Bob" Stafford
 Council Member Sarah Moore
 Council Member Sarah Bunch
 Council Member Min. Monique Jones

 City Staff
 Public Works Director / City Engineer Chris Brown
Assistant Public Works / Transportation Services Director Terry Gulley
Transportation Committee August 26, 2025




Zoom Information

 Webinar ID: https://fayetteville-ar.zoom.us/webinar/register/WN_z2-
 gkTITQyCV3o9EgqlUfA
 Registration Link:


Call to Order

Roll Call

New Business

 Hwy 112 Median Opening Request

 Hwy 112 (Garland Ave) – Request to Modify Raised Median


Reports and Presentations

 Summary Plans for SS4A Education and Awareness

Informational Items


Adjournment


NOTICE TO MEMBERS OF THE AUDIENCE




City of Fayetteville, Arkansas Page 2
 Transportation Committee Memo
 2025-1534

Meeting of August 26, 2025
To: Transportation Committee
Thru: Molly Rawn, Mayor
 Keith Macedo, Chief of Staff
 Chris Brown, Public Works Director
From: Paul Libertini, Staff Engineer
Subject: Hwy 112 (Garland Ave) – Request to Modify Raised Median

Recommendation:
Staff requests that the Transportation Committee select one of the options presented today as a solution to an
appeal from a resident of Bradford Place to modify a raised median on Hwy 112.
Background:
The City has agreement in place with the Arkansas Department of Transportation (ARDOT) to design and
construct Garland Avenue from Janice Ave to Drake Street, approximately 1.0 miles. ARDOT is paying 100%
of the design, land acquisition and construction with the stipulation that the City will take over the ownership
and maintenance of Garland Avenue. The construction plans are ready to bid once some right-of-way issues
are resolved.

On May 9, 2019, the Transportation Committee approved a recommendation to City Council to hire Burns &
McDonnell Engineering Company for professional services to design this highway project. A static, web-based
public information meeting was made available to the public by the City from March 9, 2022 until April 6, 2022
on the City’s Speak Up Fayetteville website. Informational letters were sent to property owners containing a
link to Speak Up Fayetteville & a QR code. The letter for Bradford Place was mailed to Harris-McHaney
Property Management, 809 S 52nd St, Rogers, Arkansas.

This highway has been designed as a 4-lane divided roadway with raised grass medians for safety. Median
openings have been provided at all public streets. The current design provides “bulb-outs” for legal U-turns for
adjacent residents. It should also be noted that this typical section is in compliance with the future widening of
Hwy 112 from Fayetteville to Bentonville (approx. 20 miles) which includes raised medians and roundabouts as
safety features (see exhibits).

The utilization of raised medians as a safety feature is supported by 2 facts sheets, one from ARDOT and one
from FHWA, which state that we can expect to see a reduction in crashes in the range of 46% to 71%
(Statewide results), and a reduction in fatal & serious injuries by 82% per a case study of Hwy 412 in Siloam
Springs.

The Average Daily Traffic from the ARDOT website is listed as 18,000 vehicles in 2024. Bradford Place
contains 44 residential units that generate approximately 292 trips per weekday (6.63 trips per unit), and 27
trips during the a.m. and p.m. peak hours (0.61 trips per unit) based on published trip generation studies by
ITE (Institute of Transportation Engineers). There are no published trip generation rates for Airbnb properties,
however it was suggested that the trip generation rates would be higher.

Mailing address:
113 W. Mountain Street www.fayetteville-ar.gov
Fayetteville, AR 72701
Discussion:
Staff offers the responses below to the email request from Brandon Anthes (Bradford Place) to remove the
raised median:


 • The City GIS map shows 44 addresses, not 39 as stated
 • It appears that the studies mentioned were referring to an undivided highway vs a divided highway with
 a center turn lane
 • It is agreed that a center turn lane is safer than an undivided highway, but that is not the case here.
 Raised medians control turning movements much better than a two-way left turn lane resulting in
 increased safety.
 • It is more expensive to construct a paved center turn lane than to construct a raised grassed median
 • It appears that it would be possible for Bradford Place to make a driveway connection to Elm Street,
 thereby having full access to a median opening


The following 4 options are offered for discussion:


 1. Do Nothing, leave the raised median as designed
 2. Extend the raised median or install traffic devices to deter vehicles from making illegal & potentially
 dangerous crossings
 3. Shorten the raised median to allow vehicles to make a southbound left turn across Hwy 112
 4. Remove the raised median and replace with a two-way left turn lane (not recommended)

Budget/Staff Impact:
No Impact
Attachments: NWA Regional Hwy 112 Conceptual Drawing (approx. 20 miles), NWA Regional Hwy 112
Typical Section, Bradford Place - GIS Aerial Exhibit, Hwy 112/Garland Ave Conceptual Drawing, ARDOT
Raised Median Fact Sheet, FHWA Median Safety Fact Sheet, Email Request from Brandon Anthes of Bradford
Place




Mailing address:
113 W. Mountain Street www.fayetteville-ar.gov
Fayetteville, AR 72701
 £
 ¤412
 Job 040752
 £
 ¤
 412
 Howard Nickell Rd. - Greathouse Springs Rd.
 112 End Job 040860

 Job 040758
 Greathouse Springs Rd. - Don Tyson Pkwy. Extension

 Job 040860
 Don Tyson Pkwy. Extension - Hwy. 412




 P R E L I M I N A RY
 Subject To Revision




 112




 End Job 040758
 Begin Job 040860




 §
 ¨
 ¦
 49




 End Job 040752
 Begin Job 040758




 112




³ 0
 Proposed Road



 1,000

 Photography Date: 2021
 Feet
 2,000
 Begin Job 040752

 §
 ¨
 ¦
 49


 ARDOT - Environmental GIS - Reed
 Map: August 31, 2021; Meeting: September 9, 2021
 Public Involvement Meeting VPI Exhibit 112
 0 0.01 0.03 0.05 mi

 The data contained herein was compiled from various sources for the sole
 use and benefit of the City of Fayetteville Geographic Information System
 and the public agencies it serves. Any use of the data by anyone other than
 the City of Fayetteville is at the sole risk of the user; and by acceptance of
 this data, the user does hereby agree to indemnify the City of Fayetteville
 and hold the City of Fayetteville harmless from and without liability for any


Parcel Label
 Exhibit claims, actions, cost for damages of any nature, including the city's cost of
 defense, asserted by user or by another arising from the use of this data.
 The City of Fayetteville makes no express or implied warrantees with
 reference to the data. No word, phrase, or clause found herein shall be
 Fayetteville, AR construed to waive that tort immunity set forth under Arkansas law.

 Created: 8/14/2025
 Credits: 2025 Imagery | EagleView Technologies | Surdex Corporation, City
 of Fayetteville, AR
 Map Author:
 KNAPP ST.
 9' GREEN
 6' 9' GREEN 1'-6" 11' OUTER LANE & 1'-6" SPACE 1'-6" 10' INNER LANE & 1'-6" 9' GREEN
 SIDEWALK SPACE C&G 10' INNER LANE C&G MEDIAN C&G 11' OUTER LANE C&G SPACE 12' TRAIL




 MATCHLINE 'A'
 ONLY



 ONLY




 TYPICAL SECTION - LOOKING NORTH
 HWY 112 / GARLAND AVENUE
 N.T.S.




 KNAPP ST.




 JANICE AVE.


 ONLY ONLY




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 MELMAR DR. ELM ST.
 ERNIE JACKS




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 .
 112
 ALT E TO
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 DRAKE ST.
 HE
 DI ND RIGHT
 EXPR
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 RD ID
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MATCHLINE 'A'
 YIELD YIELD ONLY



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 CASSATT ST.
 CITY OF
 FAYETTEVILLE
 ARKANSAS
Highway 60
Conway, Arkansas




raised medians
What is a Raised Median?
 A raised median is a physical barrier that separates opposing directions of
 traffic, thus reducing the chance of a vehicle crossing into oncoming traffic.
 In urban areas, medians are often relatively narrow to limit property impacts.


Improved Safety Arkansas has

 54
 By creating a barrier
 BEFORE
 between opposing traffic, Many Conflicts with All Turns Permitted
 raised medians prevent miles of
 most head-on collisions, urban highways
 which can often be severe with a
 raised median
 or fatal. Additionally, raised
 medians allow left-turns to be
 consolidated into a handful
 of well-designed median
 break locations. These median AFTER
 REDUCED CONFLICTS INSTALLING A
 breaks can also be designed
 to allow U-turns (see back). raised median
 Raised medians allow traffic to reduce crashes
 BY up to



 71 %
 flow in a more orderly manner,
 reduce the number of conflict
 points, and greatly reduce
 crash severity and frequency. ON AN UNDIVIDED ROADWAY SEGMENT

 According to research from the Transportation Research Board, installing a
 raised median on an undivided highway resulted in a median accident rate
 reduction of nearly 35 percent. Raised medians are particularly beneficial when
 traffic volumes exceed 24,000 vehicles per day.


Reduced Delays
 By reducing conflict points and improving traffic flow, a roadway is able to carry
 more traffic. As a result, delays due to traffic congestion also decrease. Raised
 medians have been determined to reduce motorist delays up to 30 percent.
 Planning Division
 Diagram: From Gluck, J., H. S. Levinson, and V. Stover. NCHRP Report 420: Impacts if Access Management
 501-569-2201 Techniques, TRB, National Research Council, Washington, D.C., 1999, Figure 30, p. 72. Copyright,
 501-569-2201
 National Academy of Sciences. Reproduced with permission of the Transportation Research Board.

 August 2023
U-TURNs TO REACH DESTINATION
 Raised medians can be designed to allow U-turns to occur
 at periodic median breaks. U-turns reduce the number of
 conflict points along a corridor and have been proven to
 improve safety. Research has shown U-turns can reduce
 crash rates by 20 percent by removing direct left-turns
 from driveways. Often, a right turn from an unsignalized
 driveway followed by a U-turn is easier for drivers. This is
 because they only have to yield to one direction of traffic
 at a time rather than crossing two directions of traffic.
 Case studies in Texas and Iowa suggest 95 percent of
 business owners reported no change or an increase in
 retail sales after the construction of a raised median.
 Property values studied along the corridor were also
 reported as either unchanged or increased.1




HIGHWAY 412 SILOAM SPRINGS CASE STUDY
 Prior to 2013, Highway 412 in west Siloam Springs was a four-lane highway
 with a center turn lane. The highway regularly experienced significant
 congestion and safety issues. Between 2006 and 2010, 415 crashes occurred HIGHWAY 412 CASE STUDY
 on a 1.6-mile segment of Highway 412 in west Siloam Springs. Of those
 crashes, 17 were classified as a fatal or suspected serious injury, equating to a
 crash rate nearly three times higher than similar roadways across the state.
 To improve the roadway’s safety and reduce congestion, in 2012, ArDOT
 46%
 REDUCTION
 widened this segment of Highway 412 to six lanes and replaced the center IN ANGLE
 CRASHES
 turn lane with a raised median. As a result, over the next five years, the total
 number of crashes was reduced by 20 percent, and the number of fatal and
 serious injuries was reduced by more than 80 percent.




 82 %
 Fatal or Suspected Serious Injury Crashes TOTAL CRASHES PER YEAR

 20 100



 15
 80 Reduction in all
 60
 FATAL and SUSPECTED
 10
 40
 SERIOUS INJURY CRASHES
  5
 20


  0 0
 2006-2010 2012-2016 2006-2010 2012-2016



 Photo: Highway 60 in Conway, Arkansas, Google Maps
 1 Access Management Application Guidelines, Companion Volume to the Access Management Manual,
 Second Edition, Transportation Research Board, 2016
 OFFICE OF SAFETY

 Proven Safety
 Countermeasures

 Medians and
 Pedestrian Refuge Islands in Urban
 and Suburban Areas
 A median is the area between opposing lanes of traffic, excluding turn
 lanes. Medians in urban and suburban areas can be defined by pavement
 markings, raised medians, or islands to separate motorized and non-
 motorized road users.
 A pedestrian refuge island (or crossing area) is a median with a refuge area
 that is intended to help protect pedestrians who are crossing a road.

 Pedestrian crashes account for roadways, particularly in areas with
 Safety Benefits: approximately 17 percent of all traffic a significant mix of pedestrian and
 Median with fatalities annually, and 74 percent vehicle traffic, traffic volumes over
 Marked Crosswalk of these occur at non-intersection 9,000 vehicles per day, and travel
 locations.1 For pedestrians to speeds 35 mph or greater. Medians/

 46% safely cross a roadway, they must
 estimate vehicle speeds, determine
 refuge islands should be at least
 4-ft wide, but preferably 8 ft for
 reduction in acceptable gaps in traffic based pedestrian comfort. Some example
 pedestrian crashes.2 on their walking speed, and predict locations that may benefit from
 vehicle paths. Installing a median medians or pedestrian refuge islands
 Pedestrian Refuge or pedestrian refuge island can include:
 Island help improve safety by allowing • Mid-block crossings.
 pedestrians to cross one direction of

 56% traffic at a time.
 Transportation agencies should
 • Approaches to multilane
 intersections.
 reduction in consider medians or pedestrian • Areas near transit stops or other
 pedestrian crashes.2 refuge islands in curbed sections of pedestrian-focused sites.
 urban and suburban multilane




  For more information on this
 and other FHWA Proven Safety
 Countermeasures, please visit Example of a road with a median and Median and pedestrian refuge island
 pedestrian refuge islands. near a roundabout. Source:
 https://highways.dot.gov/
 Source: City of Charlotte, NC www.pedbikeimages.org / Dan Burden
 safety/proven-safety-counter
  measures and https://high
 ways.dot.gov/sites/fhwa.dot.
 gov/files/2022-08/techSheet_ 1 National Center for Statistics and Analysis. (2020, March). Pedestrians:
 PedRefugeIsland2018.pdf. 2018 data (Traffic Safety Facts. Report No. DOT HS 812 850). National Highway
 Traffic Safety Administration
 2 (CMF ID: 175) Desktop Reference for Crash Reduction Factors, FHWA-SA-08-011,
 September 2008, Table 11.
FHWA-SA-21-044
 Mr. Brown,

 On behalf of the 39 homeowners of Bradford Place Condominiums, we respectfully object to
 the proposed raised median at our entrance and urge the City to install a continuous center turn
 lane instead.

 A raised median would block direct access, forcing residents, visitors, delivery trucks, school
 buses, and—most critically—emergency responders to overshoot our drive and perform U-turns
 onto Elm Street. This detour adds daily inconvenience, concentrates turning con icts at a single
 location, and lengthens response times when seconds matter.

 Multiple studies con rm that center turn lanes are safer than raised medians on residential
 arterials like ours. A peer-reviewed Tennessee crash study found fewer total crashes on high-
 driveway, medium-to-low-volume roads with a center turn lane. The Minnesota DOT “road-diet”
 evaluation recorded a 37 percent crash reduction after converting four-lane undivided roads
 (fewer than 17,500 vpd) to three lanes with a center turn lane. Iowa’s Access-Management
 Handbook states that center turn lanes “function well” on arterials carrying 10,000–28,000
 AADT with numerous driveways—precisely the conditions on this stretch of Garland.
 Conversely, the Oregon DOT safety guide warns that raised medians often increase U-turn
 frequency and introduce new con ict points.

 Installing a center turn lane would:

 • Preserve direct, predictable driveway access.

 • Remove turning vehicles from through lanes, smoothing traf c and reducing rear-end
 crashes.

 • Enable re, EMS, and police to reach us without detours.

 • Cost less to build and maintain than a landscaped median.

 Given the research, operational realities, and safety of all corridor users, we respectfully request
 the City choose a continuous center turn lane across the Bradford Place frontage.

 Thank you for your consideration.

 Sincerely,
 Bradford Place Homeowners’ Association




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References:
Federal Highway Administration. Safety Evaluation of Center Two-Way Left-Turn Lanes on Two-Lane Roads (FHWA-
HRT-08-042). https://www.fhwa.dot.gov/publications/research/safety/08042/

“Accidents on Suburban Highways—Tennessee’s Experience.” Journal of Transportation Engineering. https://ascelibrary.org/doi/
10.1061/%28ASCE%290733-947X%281995%29121%3A3%28255%29

Minnesota Local Road Research Board. Safety and Operational Characteristics of Two-Way Left-Turn Lanes. https://
www.lrrb.org/pdf/200625.pdf

Iowa Department of Transportation. Access Management Manual (Section on TWLTL performance). https://iowadot.gov/traf c/
pdfs/MM1359-Access-Management-Manual.pdf

Oregon Department of Transportation. Crash Reduction Factor Manual—Countermeasure H64: Convert TWLTL to Raised
Median. https://www.oregon.gov/odot/Engineering/ARTS/CRF-Manual.pdf

 City’s Proposed Plan:




 Bradford Place Homeowners’ Association’s Proposal:




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