TRANSPORTATION
PLAN

T A B L E O F C O N T E N T SDR AFT
INTRODUCTION
executive summary, Active Transportation Plan vision and goals
PAGES
1-2

BACKGROUND
planning process, progress and timeline, the pedestrian network,
the on-street bicycle network, and transit

PAGES
4 - 12

A C T I V E T R A N S P O R TAT I O N B E N E F I T S
PAGES
13 - 17

PAGES
18 - 24

PAGES
25 - 28

transportation benefits of biking and walking

VISION FOR THE FUTURE
plan vision and goals

P E D E S T R I A N R E C O M M E N D AT I O N S
implementation and success metrics

PAGES
29 - 33

B I C Y C L E R E C O M M E N D AT I O N S
implementation and success metrics

 INTRODUCTION
executive summar y

AC T I V E T R A N S P O R TAT I O N P L A N
introduc tion

DR AFT

EXECUTIVE SUMMARY

AT P V I S I O N A N D G O A L S

In 2003, the City of Fayetteville adopted the FATT Plan, which laid out
a vision for the development of a city-wide trail system. The FATT Plan
was developed through an extensive public input process which
resulted in a comprehensive set of goals and objectives. At the time
the FATT Plan was developed, Fayetteville had not yet committed to
building the Scull Creek Trail that has become the backbone of our trails
system. The FATT Plan served as a catalyst to initiate large-scale trail
development and brought greater awareness of the benefits of
alternative transportation networks. Now in 2015, the viability of these
networks is readily apparent and other regional cities are replicating
and expanding trail networks with the development of the Razorback
Regional Greenway.

The City envisions the ATP as the guiding document for identifying
and prioritizing bicycle and pedestrian infrastructure improvements.
This plan is intended to be general in scope and to provide a dynamic
and timely framework for the decision making process.
Ultimately, the vision for this Plan is as follows:

This Active Transportation Plan (ATP) document replaces the 2003
Fayetteville Alternative Transportation & Trails (FATT) Plan, and it will be
used to guide the design and implementation of bicycle and sidewalk
infrastructure. The ATP sets forth a vision and a roadmap for measuring
success and it provides the general parameters for the prioritization and
design of bicycle and pedestrian infrastructure without prescribing
solutions for specific projects. Individual projects to be implemented
should incorporate the visions and principles set forth in this plan, while
balancing the goals of the plan, funding availability, citizen input and
potential success for each project.

Fayetteville endeavors to develop and promote an interconnected and
universally accessible network of sidewalks, trails and on-street bicycle
facilities that encourage citizens to use active/non-motorized modes of
transportation to safely and efficiently reach any destination.

THE PRIMARY GOALS OF THE ATP ARE:
Strive to create an inclusive Multimodal Transportation System.
Endeavor to build a trail connection within one half mile of
every residence.
Increase the active transportation commuting mode share to 15%
by 2020.
Work to identify and correct missing bicycle and pedestrian
linkages.
Partner with advocates to address bicycle and pedestrian needs.

“Fayetteville’s culture of active transportation plays a critical role in
promoting our city’s economic viability as well as the health and well being of
all our residents.”
-Mayor Lioneld Jordan

Earn a League of American Bicyclists Bicycle Friendly Community
designation of Silver by 2017.
1

 AC T I V E T R A N S P O R TAT I O N P L A N
introduc tion

DR AFT

INTRODUCTION
executive summar y
W H AT I S A C T I V E T R A N S P O R TAT I O N ?

Active transportation is any form of human powered transportation, ie., walking, cycling, using a wheelchair, in-line skating or skateboarding.

W H A T I S M U LT I - M O D A L T R A N S P O R T A T I O N ?
Multi-modal refers to a range of mobility options; vehicular traffic, public transit, walking, bicycling and ride sharing that are effectively
integrated to provide a high degree of accessibility for all users.

W H AT A R E

AC T I V E T R A N S P O R TAT I O N N E T W O R K S ?

Just as our existing motorized transportation networks connect destinations via an interconnected system of roadways that enable people to
get from A to B, active transportation networks allow people to do the same thing by walking and bicycling. Imagine a system of trails, quiet
neighborhood streets, bike lanes and cycle tracks that connect your home with your work, school, shopping, entertainment and other
destinations. You can enjoy the freedom of safely and conveniently getting where you’re going without needing to drive.

2

 INTRODUCTION
communit y development pattern char t

AC T I V E T R A N S P O R TAT I O N P L A N
introduc tion

DR AFT

Completely automobile dependent communities share many of the same characteristics; lack of pedestrian connectivity and non-vehicular
infrastructure, increased per capita travel mileage, increased vehicle traffic and associated costs, economic and social disadvantages for non-drivers,
reduced diversity and fewer opportunities for education, employment and recreation.
The following table shows the relationships between built environment for supporting an auto dependent or multi-modal transportation based community.

AUTOMOBILE DEPENDENT
COMMUNITY

MULTI-MODAL TRANSPORTATION
COMMUNITY

High per capita car ownership

CAR OWNERSHIP

Medium per capita car ownership

High per capita motor vehicle mileage

VEHICLE TRAVEL

Medium to low motor vehicle mileage

Automobile traffic is prioritized over pedestrian and
bicycle use

PRIORITY OF TRAVELERS

Non-drivers are prioritized and their needs merit
significant consideration

Generous supply, free

PARKING

Moderate supply, priced appropriately in high
destination areas

Maximum traffic speeds

TRAFFIC SPEEDS

Lower traffic speeds

LAND USE DENSITY

Medium to high with common destinations and
residential areas clustered

Primarily single use development patterns

LAND USE MIX

Abundance of mixed-use development patterns

Large amounts of land devoted to roads and parking

LAND AREA FOR
TRANSPORTATION

Medium amounts of land devoted to roads and parking

Parking is placed in front of buildings

SITE DESIGN

Buildings are placed at the street with parking
behind or at the side

Streets designed for primarily automobile traffic

STREET DESIGN

Streets designed to support multiple modes and users

Large scale streets and blocks

STREET SCALE

Medium to small streets and blocks

Low levels of street connectivity with
abundant cul-de-sacs

STREET CONNECTIVITY

High levels of street connectivity with numerous
intersections

Walking can be hazardous and is primarily
undertaken by those unable to afford a car

WALKING

Non-drivers are a small minority with little
political influence

PLANNING PRACTICES

Low with common destinations dispersed from
residential areas

Downtown

Walking is pleasurable on most public streets and is a safe
and efficient alternative to driving for many daily activities
Planning places a high value on transportation
modal diversity

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BACKGROUND
t he plan n i ng p roce ss

DR AFT

THE PLANNING PROCESS
The ATP has been developed with information gathered from a wide variety of planning studies and public input over time. This Plan recognizes
that exceptional bicycle and pedestrian planning, design and implementation occurs at many levels and is influenced and guided by a variety of
plans, policies and advocates.
In developing the Alternative Transportation Plan, staff incorporated data, best practices and input from a wide variety of sources including:
•
2003 Fayetteville Alternative Trails and Transportation Plan
•
Recommendations from the 2014 League of American Bicyclists Fayetteville Bronze designation
•
Recommendations from the NWA Bicycle and Pedestrian Plan developed with help from Alta Planning for the NWA Regional Planning
Commission and endorsed by the Fayetteville City Council
•
City Plan 2030 and the City of Fayetteville’s Master Street Plan
•
Specific neighborhood plans adopted by the City, including: Walker Park, Fayette Junction and the Wedington Corridor Plan
•
The City of Fayetteville’s annual sidewalk plan developed by the Transportation Services Department
•
Recommendations from the Bicycle Coalition of the Ozarks
•
Generous public input from participants in the above plans, programs and policies

AGE NUMBER OF USERS
THE AVER
ON

City of Fayetteville Trail Count Data. (2013).

413

A FAY

E T T E VI L L E T R A I L

EACH AND EVER
Y DAY.

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BACKGROUND
progress and t i me l i ne

DR AFT

PROGRESS AND TIMELINE
The City of Fayetteville has made enormous progress in the development of bicycle and pedestrian infrastructure since the adoption of the FATT
Plan in 2003. Some notable accomplishments include: the completion of Scull Creek Trail in 2008 that serves as the backbone of the City’s trail
system, the adoption of a complete street policy through the adoption of a Master Street Plan and complete street cross-sections in 2005, the
completion of the Dickson Street enhancement project in 2004 and the City’s designation as a Bronze Bicycle Friendly Community by the League
of American Bicyclists in 2010. Additionally, the City has embraced on-street bicycle infrastructure and a significant number of new and
retrofitted projects have been completed in the last 10 years.

Citizens research
on concept of a
bikeways system
began with
survey of bicycle
use among
residents.

The Trails
Advisory Group
was created as
a citizen group
with the goal of
adopting a trail
master plan.
Resolution #2-81
approved the
first master
Bikeways Plan for
the City.

Bicycle Task Force
formed to discuss
possibility of major
bicycle transportation
way throughout the City.

City awarded
T-21 federal
funding for
trail projects.

Sidewalk and Trails
Coordinator hired in
Parks and Recreation
Department.

The City receives
$400,000 in
ISTEA funding
for trail projects

Fayetteville
Alternative
Transportation &
Trail Master Plan
adopted by City
Council by
Resolution #131-03

Mud Creek Trail
completed.

The Sidewalk and
Trails Advisory
Committee was
established by
Resolution
#71-01.

Scull Creek Trail
opens as a
backbone of
Fayetteville Trail
System.
Frisco Trail
completed.

In house Trail
Construction Crew
created in Transportation Division composed
of 9 member crew and
$893,149 allocated for
2005 with $1.3 million
recurring.
Trail Design Program
moved to Engineering
Division.

Design Grant
awarded to the
City for Frisco
Trail southern
extension.

2014

2013

2012

2009
2010

2008

2006

2005

2003

2001

1996
1997

1993
1994

1981

1980

1978

S I G N I F I C A N T D AT E S

Walton Family
Foundation funds a
portion of Cato Spring
Trail design.

Northwest Arkansas
Regional Planning
Commission awards
Walton Family
Fayetteville a grant Foundation funds
Fayetteville
earns Bronze to build Clear Creek a portion of Town
Branch Trail
Bicycle Friendly Trail & Frisco Trail
Southern
construction.
Community
Extension, made
designation.
possible through
a grant from the
Walton Family Fayetteville Sections of
Foundation. Razorback Greenway are
Sidewalk & Trails Task Force
completed.
becomes ATAC
(Alternative Transportation
Bicycle Coordinator
Advisory Committee)
hired.

5

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C

EA

T HOUSE SP RINGS

RD

SAL
A LE

Us

JOYCE BLVD
Us
e

O
RD

Tra
il

KE ST

LD

RE
WI

RD

TOWNSHIP ST

M OUN T COMFO R
T RD

RUPP L E

PORTER R

RD

ER

e

ult
i-

R RD

WEIR RD

Mud Cree
kM

Z I ON

SO VE

GREGG AVE

ROCK ST

W H E EL

Trail

Use
Multi s e Tra
ville
ulti-U
il ye tte
M
ek
Fa
Cr e
ar
ke
Cle
ZI O N R D
La

MAIN DR

C R OS

R
Downtown
D SquareG
YR
LE
L
A
R E ED V

PK WY

OLD MIS

I RD
WEDINGTON DR

N
IO
SS
MI

MORE ST

BL VD

ORTH ST

L ES AV E

Fayetteville is fortunate to have a well-connected street network
within the historic central core of the City that was developed prior
to the 1940’s as a street grid of small blocks with low traffic speeds.
Small blocks encourage pedestrian use and provide for safe and
convenient bicycle transportation within the existing travel lanes.
Generally, areas of the City that were developed from the 1940’s
through the 1990’s have a non-gridded street pattern that is
characterized by looping streets and cul-de-sacs. These streets
generally lack sidewalks and are not interconnected. The
development pattern from the 2000’s to present has, for the most
part, been built in the era of “complete streets” which requires the
inclusion of bicycle and pedestrian infrastructure when building
new streets. This requirement stems from the adoption of
Fayetteville’s Complete Street Policy in 2006 as an element of the
Master Street Plan. The Master Street Plan is complimentary to the
City’s long range land use plan, City Plan 2030. These transportation
and land use policies are updated every five years.

CARLEY RD

A E S TR

EXISTING CONDITIONS

DON TYSON

THO MPSON S

DR AFT

DICKSON ST
Dickson
St.

STEELE BLVD

BACKGROUND
existing conditions

MAPL

N ST

RD

15TH ST

GIS Division. City of Fayetteville. (2014).

OL

AV

Shared Use Paved Trail System
Streets without sidewalks

HO

RI
GH

T

EX
PY

SC

D
R
S
IN
G

PR

Sidewalks on one side
of the street

OS

2.2%

LB

Sidewalks on both sides
of the street

AT

average slope of

FU
49

FAYETTEVILLE’S TRAIL SYSTEM has an

MORNINGSIDE DR

ST

Saint Paul Mu
lti-

HU N

T S V I L LE

D

RD

Use Trail

CITY LAKE RD

E

O R BACK

UTH

E

M

N
AI

T IN L

WYM A N R

Tsa-La-Gi Multi-Use Trai
l

BLVD

RA Z

STEEP slope for a multi-use trail is 5% or more.

MA R

NG
R KI

49

a

BROYLES ST

BR

OY

FAYETTEVILLE is considered a hilly city . . .

PERSIMMON ST

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DR AFT

BACKGROUND
t h e p e d e s t r i a n n e t wo r k

FAYE T TE VILLE
IT IS IMPORTANT TO LOOK AT EACH ACTIVE TRANSPORTATION MODE IN DETAIL IN ORDER TO
UNDERSTAND HOW IT FITS INTO THE LARGER MULTI-MODAL TRANSPORTATION NETWORK.

THE PEDESTRIAN NETWORK

127
MILES

At present, Fayetteville’s pedestrian network is made up of 435 miles of existing public sidewalks and 40
miles of existing shared-use paved trails. The sidewalk map (Figure 1) shows where existing sidewalks are
located and where gaps exist. Traditionally, Capital Improvement Program funds have been allocated for an
annual sidewalk budget in the City’s Transportation Department to build new sidewalks or to rebuild and
replace existing damaged or inadequate sidewalks. Additional funding has also come through State and
Federal Grant for sidewalk construction. Construction of sidewalks is required for all new development along
public streets. As a result of this requirement, 127 miles of sidewalks were built from 2003 to 2013 by private
developers. This plan provides the framework for identifying and prioritizing sidewalk improvements in the
future.Future sidewalk planning will emphasize improving connectivity throughout the existing network by
connecting densely populated areas to key destinations such as parks, schools and businesses. According to
the 2013 Census Bureau’s American Fact Finder Survey, walking constituted 6.3% of the overall commuting
mode share for all forms of transportation utilized by workers 16 years of age and older.

is the length of

public sidewalks
built by

private development
in Fayetteville
from 2003 to 2013.
The equivalent distance of
building sidewalk from
FAYETTEVILLE to
FT SMITH
and back again.

FT. S MITH
Sidewalk Coordinator, City of Fayetteville

CENTER ST.
before reconstruction

CENTER ST.
during reconstruction

CENTER ST.
after reconstruction

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BACKGROUND
shared-use paved trails

DR AFT

Shared-use paved trails, due to their separation from the roadway network, are especially useful for building a robust multi-modal transportation
network. The ability to accommodate both bicyclists and pedestrians allows trails to provide a significant return in terms of use and convenience
for the public investment. Fayetteville was fortunate to acquire a north-south oriented corridor along an existing Arkansas/Missouri Railroad rail
line. Together, the rail line and Scull Creek provided a natural “spine” through the center of town. This trail segment has ultimately become the
southern section of the Razorback Regional Greenway. Spur trails to the east and west along this spine will be the focus for much of the future
trail network. Much like our sidewalk program, trails are funded through dedicated Capital Improvement Project funds and additional public and
private grant sources. The City is extremely grateful for the generosity of the Walton Family Foundation and the Endeavor Foundation for
significant funding to assist in the planning, designing and construction of many miles of shared-use paved trails. The Safe Routes to School
Program administered by the Arkansas State Highway Department has also been a valuable partner for funding a number of sidewalk and trail
projects. Ultimately, this plan envisions an interconnected shared-use paved trail network that will be within one half mile of every residence,
school, commercial area and place of employment within the City.

8 MILES
7 MILES
6 MILES
5 MILES
4 MILES
3 MILES
2 MILES
1 MILE

2004

TR AIL

AND

2005

2006

2007

2008

2009

2010

2011

2012

2013

2014

SIDE PATH CONSTRUC TION MILEAGE OVER PAST 10 YEARS.

DR AFT

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BACKGROUND
razorback regional greenway

DR AFT

R A Z O R B A C K R E G I O N A L G R E E N W AY
MASTER PLAN MAP

The Razorback Regional Greenway is a 36 mile shared use paved trail that
extends from south Fayetteville to Bella Vista linking six downtowns and many
popular community destinations such as parks, schools, art and
entertainment venues, commercial areas and neighborhoods. The Razorback
Regional Greenway cost approximately $38 million dollars and was completed and opened in the spring of 2015. Funding for the greenway came from
a federal transportation grant, local government resources and grants from
the Walton Family Foundation. The Razorback Greenway is among the nations
longest and most complete greenways of its kind.

FAYETETVILLE MAP

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DR AFT

BACKGROUND
ac tive transpor tation plan map

The Active Transportation Plan Map illustrates the location of the existing and future trail system and on-street bicycle facilities. This map is
adopted by a resolution of the City Council and it serves as the official map for directing the development of active transportation infrastructure.
City Staff utilizes the map to prioritize City led infrastructure improvements. The Active Transportation Plan Map is also used to inform land
owners and developers of future trail corridors for planning and development purposes. Please see map attached to this plan for more detail.

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56
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Proposed U of A Campus Connections
Proposed On-Street Bicycle Facility

20
20

UA Research &
Technology Park

d
Mu

Cree k

White
River Park

Existing Trails

BOWEN BLVD

46

Shared-Use Paved Trail
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Proposed Shared-Use Paved Trail

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Active Transportation
Plan

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31

Habitat
for Humanity
Park Land

15TH ST

White River

Greathouse
Park

21

Walker
Park

SASSAFRAS HILL RD

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27
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10

 BACKGROUND
t h e o n - s t re e t b i c yc l e n e t wo r k

AC T I V E T R A N S P O R TAT I O N P L A N
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DR AFT

T H E O N - S T R E E T B I C YC L E N E T WO R K
Shared-use paved trails serve as the foundation of our active transportation infrastructure but on-street linkages provide a critical link for cyclists to reach
trails and other destinations using city streets. Fayetteville’s on-street bicycle network has been rapidly developed in recent years; 25 miles of on-street
bike lanes and shared bikeways were added to Fayetteville streets in the years between 2010 and 2014. Fayetteville has gone from a patchy inadequate
pattern of on-street bike facilities to a network of usable and navigable bike routes, yet continued progress is needed to meet the growing demand for
these on-street facilities.
Fayetteville’s varied development patterns and occasionally steep terrain require a variety of on-street solutions to make the most efficient use of space
while providing safe and comfortable travelways for cyclists. On-street shared lanes, bike lanes, climbing lanes, buffered bike lanes and bike ways have all
been implemented in Fayetteville. Other facilities such as cycletracks, fully protected bike lanes may be constructed in the future. As part of Fayetteville’s
commitment to the continued expansion of on-street bicycle facilities, City Plan 2030 requires all new street projects and significant street reconstruction
incorporate some form of bicycle infrastructure in the public right-of-way where the City Plan indicates bicycle infrastructure is appropriate. The images
bellow illustrate examples of the context-sentitive solutions used in various locations in Fayetteville and other regional cities.

CLIMBING LANES

BIKE LANES

Willow Avenue - Fayetteville

Ash Street - Fayetteville

A ppleby Road - Fayetteville

C YC L E T R AC K S

BUFFERED BIKE LANES

B I C Y C L E W AY S

ON-STREET SHARED LANES

Silent Grove Rd. - Springdale

Rolling Hills Drive - Fayetteville

Asbell Bike way - Fayetteville

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BACKGROUND
transit

DR AFT

TRANSIT
Fayetteville is served by two public transit agencies, Razorback
Transit and Ozark Regional Transit. Razorback Transit serves University
of Arkansas Students and residents of Fayetteville. Service is
provided by the University of Arkansas and riders pay no fee. Ozark
Regional Transit, which serves cities in Benton and Washington
counties, charges a rider fee but the agency is primarily funded through
a combination of federal, state and local programs and contributions.
Public transit provides a critical link in a multi-modal transportation
network. High quality public transportation allows residents to walk or
bike to transit stops, ride the bus to a stop near a destination and then
walk or bike the final leg of the trip. These multi-modal trips are typical
within a responsive and dynamic transportation network that
incorporates the active transportation to connect users and
destinations.
According the 2013 American Fact Finders survey, public transportation has a 2.7 % commuting mode share for workers 16 years of age
and older.
Ozark Regional Transit

T R A N S I T U S AG E O N T H E R I S E

Razorback Transit

number of users

2 ,0 00, 000
1 ,5 00, 000
1 ,0 0 0, 000
5 00, 000
0

2009

2010

2011

2012
year

2013

2014

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 AC T I V E T R A N S P O R TAT I O N P L A N
ac tive transpor tation benefits

DR AFT

A C T I V E T R A N S P O R TAT I O N B E N E F I T S
transportation benefits of biking and walking

B E N E F I TS O F A B I C YC L E A N D P E D E S T R I A N P L A N

H E A LT H

ENVIRONMENT

QUALITY
OF LIFE

13 =
lb

$

The benefits of planning and
constructing a robust active
transportation network can improve a
community in many ways. Benefits
include; an enhanced quality of life, the
promotion of healthy lifestyles,
environmental benefits and
economic resiliency.

ECONOMIC

THE NUMBER OF POUNDS THE AVERAGE PERSON WILL LOSE IN THEIR FIRST YEAR OF BIKING TO WORK
ORK

lb

Outdoor Foundation. (2010).

lb

lb

lb

lb

lb

lb

lb

lb

lb

lb

lb

13
12

 AC T I V E T R A N S P O R TAT I O N P L A N
ac tive transpor tation benefits

DR AFT

A C T I V E T R A N S P O R TAT I O N B E N E F I T S
transportation benefits of biking and walking

T H E P R O M O T I O N O F H E A LT H Y L I F E S T Y L E S
Bicycling and walking bring innumerable benefits to an individual’s physical, mental and emotional well-being.
Americans are increasingly aware of the link between transportation choices and health, and people value
neighborhoods that are conducive to bicycling and walking as a form of exercise and transportation. Necessarily, the
built environment is key to providing individuals with transportation choices and options. Fayetteville’s commitment
through City Plan 2030 to promote infill development, discourage sprawl and develop a livable transportation network
acknowledges this linkage between the built environment and healthy lifestyles.

H E A LT H

mental health
balance
Cycling produces the balance between
exertion and relaxation which is important for
the body’s inner equilibrium.

Cycling has a relaxing effect due to
uniform movement which stabilizes
physical and emotional functions.
It reduces anxiety, depression and
other psychological problems.

back pain
heart

Cycling posture is optimum, and the
cyclic movement of the legs stimulates
muscles in the lower back.

All the risk factors that lead to a heart attack are
reduced. Regular cycling reduces the likelihood
of heart attack by more than 50%.

muscles

waistline

A week of inactivity reduces the strength
of the muscular system by up to 50%
and can harm muscles long-term. During
cycling, most of the body’s muscles are
activated.

Cycling is ideal for targeting problem areas. It
enables people who can not move easily to
exercise. It increases fitness and stimulates the
body’s fat metabolism.

coordination
Moving both feet around in circles while steering
with both your hands and your body’s own weight
is good practice for your coordination skills.

joints
The circular movement of cycling assists
the transport of energy and other
metabolic producers to the cartilages,
reducing the likelihood of arthrosis.

14
Davis, Cavill. (2007). “Cycling and Health: what’s the evidence?” Cycling England

 A C T I V E T R A N S P O R TAT I O N B E N E F I T S
transportation benefits of biking and walking

AC T I V E T R A N S P O R TAT I O N P L A N
ac tive transpor tation benefits

DR AFT

ENHANCED QUALITY OF LIFE.

QUALITY
OF LIFE

Quality of life is understood to mean the well being of individuals, cities and societies. Quality of life can be measured in a
variety of ways such as community stability, culture, education, open spaces, health, the environment and infrastructure.
Active transportation alternatives can have positive impacts on all aspects of quality of life. All efforts and actions toward
improving Fayetteville’s Bicycle Friendly community designation are intended to improve the quality of life for all residents.
This is especially true when measuring transportation mode share and the locational equity and extent of the existing and
future bicycle, trails and sidewalk networks.

15

 A LC A
P
TN
I VV
E I TS RI O
AN
N ,S G
POR
A TL AS TAI O
NN
D BB EE N
N EE FF II TT SS
transportation
benefits of biking and walking
g o als

AC
ACTTIIVVEE TTRRAANNSSPPOORRTAT
TATIIOONN PPLLAANN
pac
l a ntive
vi s itranspor
o n , g o a ltation
s a n d bbenefits
e n e fi t s

DR AFT

E N V I R O N M E N TA L B E N E F I T S F O R T H E C O M M U N I T Y

ENVIRONMENT

When non-motorized transportation options are present, the community has the ability to choose biking and
walking for trips such as commuting to work, traveling to school or going shopping. The goal is to create a
balanced transportation network that fosters one’s ability to make environmentally conscious choices that result
in less traffic congestion, cleaner air and less dependence on non-renewable fuels. An accessible active
transportation network is essential for an environmentally sustainable community, considering that the
transportation sector contributes approximately one third of American greenhouse gas emissions.
(Cambridge Systematics Inc. and Urban Land Institute, Moving Cooler an Analysis of Transportation Strategies for
Reducing Greenhouse Gas Emissions, July 2009).

CO EMISSIONS
2

pounds per passenger mile traveled

0

0.26

0.37

MASS TRANSIT (3/4 FULL)
CARPOOL
(3 PEOPLE)

0.59

ECONOMY CAR

0.75

MASS TRANSIT

0.97

(1/4 FULL)

AIRPLANE

1.10

AVERAGE CAR

1.57

TRUCK OR SUV

16
Sightline Institute. (2011).

Center for Neighborhood Technology. (November 2011). Driving Up the High Cost of Living.

 A C T I V E T R A N S P O R TAT I O N B E N E F I T S
transportation benefits of biking and walking

AC T I V E T R A N S P O R TAT I O N P L A N
ac tive transpor tation benefits

DR AFT

E CO N O M I C R E S I L I E N C Y B E N E F I T S F O R T H E CO M M U N I T Y

$
ECONOMIC

The average annual
operating cost of a

BICYCLE

Economic resiliency is an often overlooked benefit of having a robust active transportation network. Economic
resiliency can be measured broadly, at the community level, or narrowly as the benefits and costs to an individual
or family. At the community scale, economic resiliency can be measured a number of ways including the number of
jobs created by building and maintaining infrastructure or by calculating the communities overall costs of living and
transportation affordability. Local economies are impacted negatively by the high transportation costs associated
with an automobile oriented land use and transportation network. Multi-modal transportation systems that include
extensive active transportation components are less expensive to construct, operate and maintain. Community
metrics like commuting time or the average annual costs of operating an automobile, can provide measurements for
assessment and goal setting. At an individual scale, economic resiliency can be measured by automobile ownership
and operation costs, but leisure time and quality of life attributes are also important. Additional economic benefits
include the development potential for residential and commercial uses in close proximity to active transportation
networks or corridors and tourism benefits associated with regionally scaled trail amenities. Northwest Arkansas is
poised to take advantage of the limitless development potential along the Razorback Regional Greenway.
Communities that recognize and actively pursue appropriate development in this corridor will begin realizing
immediate economic benefits.

LOCAL ECONOMY
$308

$

is

26x less
than that of a

VEHICLE

$8,220

$ $ $ $ $ $ $ $ $ $$ $ $
$ $ $ $$ $ $ $ $ $ $ $ $

PAY B AC K
TRAIL SYSTEMS HAVE THE
POTENTIAL TO RETURN $3 IN
REVENUE FOR EVERY $1 IN
EXPENDITURE.
The R azo rback Greenway cost
approximately $ 3 0 mi l l i o n to
complete and could generate $ 1 0 0
mil l i o n in sales re venue at local
shops, restaurants and hotels. 17
(Chuck Fink, president of Alta/Greenways)

 PLAN VISION AND GOALS
g o a ls

AC T I V E T R A N S P O R TAT I O N P L A N
p l a n vi s i o n a n d g o a l s

DR AFT

PLAN VISION
The Active Transportation Plan (ATP) has been developed through numerous planning and visioning exercises both locally and region wide. The
ATP proposes to consolidate and summarize all of the various alternative transportation planning processes, policies and programs with the
following vision statement: “Fayetteville endeavors to develop and promote an interconnected and universally accessible network of sidewalks,
trails and on-street bicycle facilities that encourage citizens to use active/non-motorized modes of transportation to safely and efficiently reach
any destination.”

1

ENDEAVOR TO CREATE AN INCLUSIVE MULTI-MODAL TRANSPORTATION SYSTEM.

2

WORK TO BUILD A TRAIL CONNECTION WITHIN ONE HALF MILE OF EVERY RESIDENCE.

3

INCREASE THE ACTIVE TRANSPORTATION COMMUTING MODE SHARE FROM 7.5% TO 15% BY 2020.

4

IDENTIFY AND CORRECT MISSING BICYCLE AND PEDESTRIAN LINKAGES.

5

PARTNER WITH ADVOCATES TO ADDRESS BICYCLE AND PEDESTRIAN NEEDS.

6

EARN BICYCLE FRIENDLY COMMUNITY DESIGNATION OF SILVER BY 2017.

18

 AC T I V E T R A N S P O R TAT I O N P L A N
p l a n vi s i o n a n d g o a l s

PLAN VISION AND GOALS
g o a ls

DR AFT

PLAN GOALS

1

ENDEAVOR TO CREATE AN INCLUSIVE MULTI-MODAL TRANSPORTATION SYSTEM

Developing a truly multi-modal transportation system
is consistent with City Plan 2030’s goal of creating a “Livable
Transportation Network” and the City’s adopted complete
street policy, public street cross-sections and Master Street
Plan. Multi-modal refers to a range of mobility options;
vehicular traffic, public transit, walking, bicycling and ride
sharing that are effectively integrated to provide a high degree
of accessibility for all users. To some degree, the ATP addresses
all of these modes with the primary emphasis on bicycling and
walking. A multi-modal transportation system has a number of
significant benefits for the community including: promoting an
active and healthy lifestyle, expanding mobility options for all
users, reducing overall travel costs for residents and providing
environmental benefits through the reduction of traffic
congestion and associated air pollution. Success in this goal
area can be quantified through increased multi-modal
transportation commuting mode share measured by the U.S.
Census Bureau, increased transit ridership reported by transit
agencies and increased trail usage determined through
mechanical counts.

9TH AVENUE IN NEW YORK CITY 2009
ASSOCIATION FOR PEDESTRIAN AND BICYCLE PROFESSIONALS

M U LT I - M O D A L T R A N S P O R TAT I O N N E T W O R K

19

 AC T I V E T R A N S P O R TAT I O N P L A N
p l a n vi s i o n a n d g o a l s

DR AFT

PLAN VISION AND GOALS
g o als

2

WORK TO BUILD A TRAIL CONNECTION WITHIN ONE HALF MILE OF EVERY RESIDENCE

The ATP Map shows the existing trail system and identifies future trail locations. Once completed, the Fayetteville Trail System will include
approximately 150 miles of shared-use paved trails. The Fayetteville Pedestrian Shed (on the following page) illustrates the proximity of the
existing and proposed trails. At the current rate of trail construction, it is estimated the City will have achieved this goal by 2040. This goal is
essential to ensuring that the trails system and its benefits are inclusive for all residents regardless of the location of their residence. Success will
be measured through locational data collected by the City of Fayetteville Geographic Information Systems Division.

2 MILE

WHAT IS A

PEDESTRIAN SHED

?

A pedestrian shed is the linear distance that a typical pedestrian can
walk in a given amount of time. Generally, this distance is 1/2 mile in
10 minutes.

1 MILE
2 MILE
/
1
10 MINUTE

5 MINUTE
2 MINUTE
10 MINUTE 20 MINUTE 40 MINUTE

IDEAL TRIPS

for bicycling and walking are those that are 3

miles or less.

a cyclist can complete a 3 mile bike ride
in approximately 15 minutes
and

a pedestrian can walk ½ mile in
10 minutes
20

 AC T I V E T R A N S P O R TAT I O N P L A N
p l a n vi s i o n a n d g o a l s

DR AFT

PLAN VISION AND GOALS
g o a ls

2015 TR AIL SYSTEM

2020 TR AIL SYSTEM

64%

83%

of the population live within 1/2 mile of the
current trail system.

of the population will live within 1/2 mile
of the current trail system.

Existing
Shared-Use
Existing Paved
Trail Paved Trail

¹

Future
Shared-Use
Future Paved
Trail Paved Trail
0

½

1

2 Miles

¹

0
½
1
1/2
MileBuffer*
Ped/Shed
1/2 Mile
(Pedestrian Shed)

City of Fayetteville, Arkansas

Fayetteville
CityLimits
Limits
Fayetteville City

2 Miles

City of Fayetteville, Arkansas

21

 AC T I V E T R A N S P O R TAT I O N P L A N
p l a n vi s i o n a n d g o a l s

PLAN VISION AND GOALS
g o a ls

DR AFT

2040 TR AIL SYSTEM
97%

of the population will live
within 1/2 mile of all proposed trails.

Existing
Shared-Use
Existing Paved
Trail Paved Trail
Future
Shared-Use
Future Paved
Trail Paved Trail
1/2
MileBuffer*
Ped/Shed
1/2 Mile
(Pedestrian Shed)
Fayetteville
CityLimits
Limits
Fayetteville City

¹

22
0

½

1

2 Miles

City of Fayetteville, Arkansas

 AC T I V E T R A N S P O R TAT I O N P L A N
p l a n vi s i o n a n d g o a l s

PLAN VISION AND GOALS
g o a ls

DR AFT

FAY E T T E V I L L E M O D E S H A R E D I S T R I B U T I O N

2.7%

INCREASE THE ACTIVE
TRANSPORTATION COMMUTING
MODE SHARE TO 15% BY 2020.

3

Public Transpor tation

3%

Active transportation for the purposes of this plan refers to:
Work from home
“any form of human powered transportation, ie., walking,
cycling, using a wheelchair, in-line skating or skateboarding.”
Walk
According to the U.S. Census Bureau American Fact Finder
Survey in 2013, the City of Fayetteville had 36,957 workers
16 years old and over that commute to work. Of these 6.3%
Rideshare
walked for their daily commute, 1.2% bicycled to work,
2.7% used public transportation and 1.4% used a taxicab
or motorcycle. Rideshare or car-pooling constituted 6.4%,
and 3% reported working from home. Therefore, the active
transportation commuting walking and biking mode share
is 7.5%. The majority of workers 16 years and over, 79%
reported commuting in a single occupancy vehicle. The
average length of commute for workers was 19.1 minutes.
Increasing Fayetteville’s active transportation mode share
to 15% by 2020 will be accomplished by a wide variety of
action steps identified in the implementation section of this plan.

1.4%
Ta x i c a b / M o t o r c y c l e
1.2%
Bicycle

6.3%

6.4%

4

Single Occupancy Vehicle

79%

IDENTIFY, PRIORITIZE AND ADDRESS MISSING BICYCLE
AND PEDESTRIAN LINKAGES.

The City faces significant challenges for creating a densely gridded bicycle and pedestrian network. Obstacles include steep topography, large
undeveloped and underdeveloped parcels and a disjointed street network comprised of cul-de-sacs and inward facing developments. However,
Fayetteville does have some built in advantages for building a good active transportation network including numerous stream corridors and a
streamside protection ordinance that limits development in these areas that are particularly well suited for multi-use trails. City staff have
identified missing sidewalk, trail and on street bicycle linkages utilizing GIS mapping tools. Missing segments are constantly being prioritized forr
23
future infrastructure projects to correct and complete these missing linkages.

 AC T I V E T R A N S P O R TAT I O N P L A N
p l a n vi s i o n a n d g o a l s

PLAN VISION AND GOALS
g o a ls

5

DR AFT

PARTNER WITH ADVOCATES TO ADDRESS BICYCLE AND PEDESTRIAN NEEDS.

The City of Fayetteville currently relies upon the Active Transportation Advisory Committee (ATAC) to help prioritize sidewalk and trail infrastructure
projects. ATAC also reviews street projects for the inclusion of bicycle facilities. This committee’s process is to take public comment and advise City Staff on
the prioritization for active transportation infastructure within our City. They are also responsible for adopting Sidewalk and Trails Master Plans and
recommending 5 year construction plans. Recommendations relating to trails and sidewalks are forwarded to the City Council Transportation Committee.
ATAC is comprised of eight voting members and seven non-voting staff members, including representatives from the Parks and Recreation, Transportation,
Engineering and Police Departments. In addition to ATAC’s work, the City
should also continue to develop and expand our positive working
relationships with the Fayetteville School District, the Bicycle Coalition of
the Ozarks and funding groups such as the Walton Family Foundation and
the Endeavor Foundation in addressing Fayetteville’s bicycle and pedestrian
needs.

THE “5 E”

RECOMMENDATIONS
from the

6

EARN BICYCLE FRIENDLY COMMUNITY
DESIGNATION OF SILVER BY 2017.

The City of Fayetteville was designated a bronze-level Bicycle Friendly
Community by the League of American Bicyclists in 2010 and again
in 2014. The League of American Bicyclist’s uses a criteria called the
5 E’s to assess and rate a given communities bicycle friendliness. The
5 E’s are: Engineering, Education, Encouragement, Enforcement and
Evaluation. Each of these categories is essential for creating great
communities for bicycling. The City’s 2014 evaluation identified a
number of areas for Fayetteville to focus in order achieve silver or
gold designations. These measures are discussed in detail in the
recommendations section of the plan.

LEAGUE OF AMERICAN BICYCLISTS
ENGINEERING
EDUCATION

ENCOURAGEMENT

Creating safe and convenient places to
ride and park bicycles.
Giving people of all ages and abilities the
skills and confidence to ride bikes.
Creating a strong bike culture that
welcomes and celebrates bicycling.

ENFORCEMENT

Ensuring safe roads for all users.

EVALUATION &
PLANNING

Planning for bicycling as a safe and viable
transportation option.
24

 AC T I V E T R A N S P O R TAT I O N P L A N
bic ycle re commendations

P E D E S T R I A N R E C O M M E N D AT I O N S

DR AFT

Lafayette Street + College Avenue
2004

Fayetteville is fortunate to have substantial areas of town
that enjoy high walkability with a good sidewalk network,
primarily the
downtown and University areas and adjacent neighborhoods. Development from the 1950’s through the 1990’s
may not exhibit the attributes associated with highly walkable places; sidewalks, connected streets, small blocks and
a wide variety and mixture of building types and land uses.
Many neighborhoods constructed during this time period
did not include sidewalks. Nevertheless, areas that
are minimally connected to the grid through a cul-de-sac
intensive development pattern may not necessarily need
sidewalks due to low traffic volumes. People can feel safe
walking in the street. Still, these subdivisions may benefit
from having pedestrian ways sensitively located between
cul-de-sacs to connect to the adjacent subdivision.

Lafayette Street+ College Avenue
2015
(picture to come)

The City’s Transportation Department rebuilds and
maintains the public sidewalk system. A portion of the
Capital Improvement Program budget is allocated annually
for sidewalk construction and repair. The Transportation
Department develops an annual sidewalk plan that is
presented for approval from the Active Transportation
Advisory Committee and the City Council. Sidewalk projects
are prioritized based on a number of factors including;
streets that do not currently have sidewalks, filling in gaps
in the existing sidewalk sections, proximity to schools, parks
and commercial areas, and providing linkages to the City’s
trail system.

GOALS OF THE

A T P:

1

Endeavor to create an inclusive
multi-modal transportation
system.

2

Work to build a trail connection
within one half mile of every
residence.

Lafayette Street+ College Avenue
future

3

Increase the active transportation
commuting mode share from 7.5%
in 2014 to 15% by 2020.

4

Identify, prioritize and address
missing bicycle and pedestrian
linkages.

5
6

Partner with advocates to
address bicycle and pedestrian
needs.
Earn bicycle friendly community
designation of Silver by 2017.

25

 AC T I V E T R A N S P O R TAT I O N P L A N
bic ycle re commendations

P E D E S T R I A N R E C O M M E N D AT I O N S

DR AFT

PLANNING
Sidewalks serve as more than mere conduits for pedestrian
movement and access. In highly walkable places sidewalks
activate the street by providing pedestrian space for social
and economic interactions. Highly walkable places are
comfortable and encourage walking with a dense mixture of
land uses and building types in spaces that were designed at
a human scale. This can be difficult to achieve in suburban
places that were designed at the automobile scale, with wide
streets, large building setbacks and an overabundance of
surface parking lots. However, even highly suburban places
may be retrofitted, densified and redeveloped into highly
walkable places over time. This type of transformation is
ambitious but possible with strong leadership, smart
investment and sound planning. Planning for highly walkable
development is prioritized in Fayetteville’s comprehensive
plan, City Plan 2030, with goals of promoting infill
development, discouraging sprawl, making traditional town
form the standard and growing a livable transportation
network. The following action steps should guide the
planning process as it relates to pedestrian infrastructure.

GOALS OF THE

A T P:

ACTIONS
Develop a model to assess the economic impact of a variety of urban and suburban land use zoning and build-out scenarios. This economic impact model
will be one of the criteria utilized by planners to make land use zoning recommendations to appointed and elected officials. The model should reward and
encourage pedestrian oriented development.
goals impacted

1

2

3

4

5

6

Conduct a baseline sidewalk condition survey in a Geographic Information
Systems (GIS) database for the City’s entire existing sidewalk network. Adverse
conditions would be noted and geo-located like cracking, buckling or spalling
of the concrete surface. This survey could be developed by a group of students
utilizing a smart phone application.
goals impacted

1

2

3

4

5

6

Utilize the Active Transportation Advisory Committee as a venue to elicit public
input to determine high priority projects that fill the missing links in the current
trail and sidewalk network.
2
3
4
5
6
goals impacted 1

1

Endeavor to create an inclusive
multi-modal transportation
system.

2

Work to build a trail connection
within one half mile of every
residence.

3

Increase the active transportation
commuting mode share from 7.5%
in 2014 to 15% by 2020.

4

Identify, prioritize and address
missing bicycle and pedestrian
linkages.

5
6

Partner with advocates to
address bicycle and pedestrian
needs.
Earn bicycle friendly community
designation of Silver by 2017.

26

 AC T I V E T R A N S P O R TAT I O N P L A N
bic ycle re commendations

P E D E S T R I A N R E C O M M E N D AT I O N S

DR AFT

E N G I N E E R I N G & E VA L U AT I O N
ACTIONS
The major challenges for expanding the City’s sidewalk
network are topography and a limited budget. Many streets
that lack sidewalks are located on steep inclines and they
were not originally designed with storm water infrastructure
or sidewalks. These projects are often difficult to design and
build as well as are more expensive then sidewalk projects
in flatter areas of town. Another challenge is the limited
budget for sidewalks in the annual Capital Improvement
Program. Necessarily, this budget also includes street
maintenance. The following action steps will help to guide
the sidewalk program in order to create the greatest value
for the most people regarding sidewalk construction.

Focus on sidewalk connections to key destinations such as schools, parks and
entertainment and shopping areas.
goals impacted

1

2

3

4

5

6

Continue to expand the shared-use paved trail system, especially routes that run
parallel to major streets and routes that traverse difficult topography. Emphasis
should be placed on east-west streets connecting to the Northwest Arkansas
Razorback Greenway.
1
2
3
4
5
6
goals impacted

Make street intersections and trail crossings safer and more comfortable for
pedestrians through the use of colored pavement markings, signage, medians
and signalization. Grade-separated trail crossings are preferable particularly with
high volume and high speed streets.
goals impacted

1

2

3

4

5

6

Evaluate and prioritize high use sections of the shared-use paved trails system
for expanded cross sections that include separated space for pedestrians and
cyclists.
1
2
3
4
5
6
goals impacted
Provide a buffered area with trees and ground cover between the street curb and
the sidewalk when possible.
1
2
3
4
5
6
goals impacted

GOALS OF THE

A T P:

1

Endeavor to create an inclusive
multi-modal transportation
system.

2

Work to build a trail connection
within one half mile of every
residence.

3

Increase the active transportation
commuting mode share from 7.5%
in 2014 to 15% by 2020.

4

Identify, prioritize and address
missing bicycle and pedestrian
linkages.

5
6

Partner with advocates to
address bicycle and pedestrian
needs.
Earn bicycle friendly community
designation of Silver by 2017.

27

 AC T I V E T R A N S P O R TAT I O N P L A N
bic ycle re commendations

P E D E S T R I A N R E C O M M E N D AT I O N S

DR AFT

SAFETY & ENCOURAGEMENT
Pedestrian comfort and safety is essential for creating highly
walkable neighborhoods and commercial districts. In addition to basic
design elements such as sidewalk width and surface condition, features
such as street trees for shade, reduce intersection crossing distance,
lighting for night time safety and ADA compliant intersections, are
critical for producing an adequate level of pedestrian comfort.
Pedestrians’ real and perceived safety is increased when a buffer zone is
present between the sidewalk and the adjacent street traffic. In a dense
urban environment, these may include parallel parking spaces,
cycletracks or street trees. In less urban environments, the sidewalk
buffer may be comprised of a sufficiently wide planting zone with trees
and ground cover. In either case, the idea is to offer pedestrian
protection and physical separation from the moving vehicles. These
actions are designed to integrate pedestrian safety and comfort in the
planning, design and engineering process.

ACTIONS
Evaluate public and private development projects and require sufficient
sidewalk width for the anticipated volume of pedestrians.
goals impacted

1

2

3

4

5

6

Prioritize pedestrian safety when redeveloping existing streets through
the appropriate use of landscaped buffers, reduced curb radii at
intersections, on-street parking, bicycle infrastructure, street trees and
signalized ADA compliant intersection design.
goals impacted

1

2

3

4

5

6

Create separate pedestrian and bicycle facilities in areas where the
combined active transportation network creates conflicts between the
people walking and the people biking.
goals impacted

1

2

3

4

5

6

STREET CROSS-SECTIONS
The City of Fayetteville’s complete street policy provides
standards for developers building new streets and for the
Transportation Division as they rebuild existing streets.
This policy ensures that new streets include facilities for all
transportation modes; vehicular, pedestrian and bicycle.

Implement recommendations from the Active Transportation Advisory Committee for
sidewalks and trails infrastructure projects.
goals impacted 1

A T P:

3

4

5

6

Make street intersections and trail crossings safer and more comfortable for
pedestrians through the use of colored pavement markings, signage, medians, grade
serparation and signalization.
goals impacted 1

GOALS OF THE

2

1

Endeavor to create an inclusive
multi-modal transportation
system.

2

Work to build a trail connection
within one half mile of every
residence.

3

Increase the active transportation
commuting mode share from 7.5%
in 2014 to 15% by 2020.

4

Identify, prioritize and address
missing bicycle and pedestrian
linkages.

5
6

2

3

4

5

6

Partner with advocates to
address bicycle and pedestrian
needs.
Earn bicycle friendly community
designation of Silver by 2017.

28

 AC T I V E T R A N S P O R TAT I O N P L A N
bic ycle re commendations

B I C Y C L E R E C O M M E N D AT I O N S

DR AFT

Fayetteville was fortunate to have the vision to begin building a multi-use trail system twenty years ago. Today, residents enjoy 40 plus miles
of shared-use paved trails. The City anticipates the complete trail build-out will include 150 miles of shared-use paved trails by the year
2040. The City has also made significant advances to increase the number and length of bikeways on City streets. However, major challenges
remain in our goal of increasing the number of people who use bicycling as a safe and viable form of everyday transportation. Many people
may express interest in bicycling, but are not comfortable bicycling on streets with significant vehicular traffic. The following elements are
explored in more detail with recommendations for implementation action steps:

W AY F I N D I N G
ACTIONS
As bicycle and trail networks mature, special attention should be paid to
developing and installing appropriate wayfinding signs to provide users
with information about direction, distance and destinations.
Fortunately, the Northwest Arkansas Regional Bicycle and Pedestrian
Master Plan adopts a universal wayfinding sign template that will be
used throughout the region along the Razorback Regional Greenway.
This signage will provide trail users with on-the-ground information to
help them navigate the trail system without the aid of maps. On-street
bicycle infrastructure should include directional signage alerting
motorists to the presence of bicyclists on the streets. Lastly, the
innovative use of temporary signage can be utilized to educate users on
bicycle safety and etiquette along the trail.

GOALS OF THE

A T P:

1

Endeavor to create an inclusive
multi-modal transportation
system.

2

Work to build a trail connection
within one half mile of every
residence.

Design and install wayfinding signage along the trail network that provides users
with information about direction, distance and destions.
goals impacted

1

2

3

4

5

6

2

3

4

5

6

Update the Trails and Bikeways guide every 1 - 2 years.
goals impacted

1

Design and install wayfinding signage on streets with on-street bicycle facilities.
goals impacted

3

Increase the active transportation
commuting mode share from 7.5%
in 2014 to 15% by 2020.

4

Identify, prioritize and address
missing bicycle and pedestrian
linkages.

5
6

1

2

3

4

5

6

Partner with advocates to
address bicycle and pedestrian
needs.
Earn bicycle friendly community
designation of Silver by 2017.

29

 AC T I V E T R A N S P O R TAT I O N P L A N
bic ycle re commendations

B I C Y C L E R E C O M M E N D AT I O N S

DR AFT

STREET CROSS-SECTIONS
The City of Fayetteville implemented a complete street policy in 2005
with the adoption of City Plan 2025 and the Master Street Plan. This
policy ensures that new streets include facilities for all transportation
modes; vehicular, pedestrian and bicycle. However, many existing streets
lack sidewalks and bicycle facilities. As part of the implementation of
this plan, the City will begin to prioritize streets in need of retrofit,
focusing on streets that connect the largest number of potential users to
the rest of the active transportation network.

ACTIONS
Continue to seek and implement recommendations from the Active
Transportation Advisory Committee for on-street and trails infrastructure
projects.
goals impacted

1

2

3

4

5

6

Make street intersections and trail crossings safer and more comfortable for
bicyclists through the use of colored pavement markings, signage, medians,
grade seperation and signalization.
goals impacted

1

2

3

4

5

6

ETIQUETTE
ACTIONS
Bicyclists on public streets have the same rights and responsibilities as
automobile drivers and are subject to the same laws. By all parties
obeying traffic laws, the vast majority of conflict between bicyclists and
automobile drivers can be prevented. Education efforts targeted at both
drivers and cyclists can reduce hostility between these groups and help
to foster a sense of mutual respect. Similarly, conflicts between trail users
(both cyclists and pedestrians) result from poor trail etiquette and can be
prevented through improved education and strategic enforcement.

Design and install temporary signage displaying information that
educates users about trail safety and etiquette.
goals impacted

A T P:

1

Endeavor to create an inclusive
multi-modal transportation
system.

2

Work to build a trail connection
within one half mile of every
residence.

2

3

4

5

6

Update bicycle ordinances to clarify current law and add additional
protections for cyclists.
goals impacted

1

2

3

4

5

6

Work with partners such as the Bicycle Coalition of the Ozarks to offer a
greater variety of training opportunities for adults to learn and enhance
their bicycling skills.
goals impacted

GOALS OF THE

1

3

Increase the active transportation
commuting mode share from 7.5%
in 2014 to 15% by 2020.

4

Identify, prioritize and address
missing bicycle and pedestrian
linkages.

5
6

1

2

3

4

5

6

Partner with advocates to
address bicycle and pedestrian
needs.
Earn bicycle friendly community
designation of Silver by 2017.

30

 AC T I V E T R A N S P O R TAT I O N P L A N
bic ycle re commendations

B I C Y C L E R E C O M M E N D AT I O N S

DR AFT

E VA L U AT I O N & E N G I N E E R I N G
The collection of accurate and relevant baseline data
is key for understanding the effectiveness of a bicycle
network. The ongoing evaluation of factors such as
traffic speeds, transportation mode share counts,
existing street cross-sections, percent of grade and
other physical barriers are all significant considerations
when determining the appropriate engineering
solution for a given project. Additionally, data
collected from partnering advocate organizations such
as the Bicycle Coalition of the Ozarks or the Fayetteville
Public Schools Safe Routes to School Program may be
applicable and pertinent to the engineering design
process.
Major city streets that carry large amounts of motor
vehicle traffic act as barriers to bicyclists because these
roads are difficult to cross and generally lack bicycle
facilities. Additionally, Fayetteville’s hilly topography
can present a barrier for lower classification streets that
lack proper bicycle facilities such as sidepaths or
on-street climbing lanes. The development of
appropriate bicycle infrastructure in key locations can
provide safe connectivity that is lacking due to these
existing physical barriers. Moreover, portions of the
existing trail network in Fayetteville are discontinuous,
primarily because many trails have beenconstructed
with development projects but have yet to be
connected to the larger trail network. This problem of a
disjointed trail network is typical of new and
developing trail networks and will be overcome in time
with private and public investments in bicycle
infrastructure.

GOALS OF THE

A T P:

ACTIONS
Evaluate and prioritize high use sections of the trails system for expanded cross sections that
include separated space for pedestrians and cyclists.
goals impacted

1

2

3

4

5

Coordinate with local organizations to conduct surveys and user counts to collect active
transportation data that is useful for guiding the bicycle infrastructure planning and design
processes and measuring success.
goals impacted

1

2

3

4

5

6

6

Make street intersections and trail crossings safer and more comfortable for bicyclists through
the use of colored pavement markings, signage, medians and signalization. Grade-separated trail
crossings are preferable particularly with high volume and high speed streets.
goals impacted

1

2

3

4

5

6

Continue to increase the amount of high quality bicycle parking throughout the community.
goals impacted

1

2

3

4

5

6

Continue to expand the on-street bicycle network, especially parallel arterial streets, through the use
of different types of on-street or off-street bicycle facilities. Care should be taken to choose
infrastructure improvements that are sensitive to the context of the street and to the adjacent land use
and development patterns. Consider the use of buffered, protected and separated on-street bicycle
infrastructure whenever possible.
goals impacted

1

2

3

4

5

6

Continue to expand the shared-use paved trail system, especially routes that run parallel to major
streets and routes that traverse difficult topography where on-street facilities would be inferior.
Emphasis should be placed on east-west routes connecting to the Northwest Arkansas Razorback
Greenway. Focus on connections to key destinations such as schools, parks and entertainment
and shopping areas.

1

Endeavor to create an inclusive
multi-modal transportation
system.

2

Work to build a trail connection
within one half mile of every
residence.

goals impacted

3

Increase the active transportation
commuting mode share from 7.5%
in 2014 to 15% by 2020.

4

Identify, prioritize and address
missing bicycle and pedestrian
linkages.

5
6

1

2

3

4

5

6

Partner with advocates to
address bicycle and pedestrian
needs.
Earn bicycle friendly community
designation of Silver by 2017.

31

 AC T I V E T R A N S P O R TAT I O N P L A N
bic ycle re commendations

B I C Y C L E R E C O M M E N D AT I O N S

DR AFT

E D U C AT I O N & E N C O U R A G E M E N T
In order to maximize use of the developing active
transportation network, an investment of time and
funding in the areas of education and encouragement
is necessary. Programs that teach and encourage
people of all ages and from all walks of life in the
advantages of an active transportation network are
essential to providing a future user base. Children that
have been taught bicycle safety and etiquette in the
Fayetteville Public Schools system are more likely to
grow up using the City’s active transportation
network. The University of Arkansas student
population provides a strong user base for trail and
on-street bicycle facilities but students may also
require education, outreach and encouragement in
order to maximize their participation.

ACTIONS
Staff a full time dedicated Bicycle/Pedestrian Coordinator for the City of Fayetteville.
goals impacted

2

3

4

5

6

goals impacted

1

2

3

4

5

6

Work with interested groups and the Fayetteville Public School district to expand bicycle
education efforts to include K-2nd grade balance bike learning.
goals impacted

1

2

3

4

5

Encourage local businesses to promote cycling to their employees and customers and
to seek recognition through the League of American Bicyclists Bicycle Friendly Business
program.
goals impacted

1

2

3

4

5

6

6

Partner with the Bicycle Coalition of the Ozarks and other bicycle advocates to expand encouragement efforts during National Bike Month in May. This may include bicycle themed
community events, campaigns and programs.
goals impacted

1

2

3

4

5

6

Explore possibilities of developing a “bike share” program with outside help either locally
or regionally.

pass
p
with care

goals impacted

SLOW
W
DOWN...
WN
GOALS OF THE

A T P:

1

Encourage the University of Arkansas to promote cycling through policy and infrastructure with students, staff and faculty and to seek recognition through the Bicycle Friendly
University program developed by the League of American Cyclists.

1

2

3

4

5

6

Work with Fayetteville Public Schools to develop a safe routes to school plan to include
alternate drop off locations to increase walking and biking by students and reduce traffic
congestions around schools.
1
2
3
4
5
6

1

Endeavor to create an inclusive
multi-modal transportation
system.

2

Work to build a trail connection
within one half mile of every
residence.

goals impacted

3

Increase the active transportation
commuting mode share from 7.5%
in 2014 to 15% by 2020.

4

Identify, prioritize and address
missing bicycle and pedestrian
linkages.

5
6

Partner with advocates to
address bicycle and pedestrian
needs.
Earn bicycle friendly community
designation of Silver by 2017.

32

 AC T I V E T R A N S P O R TAT I O N P L A N
bic ycle re commendations

B I C Y C L E R E C O M M E N D AT I O N S

DR AFT

SAFETY & ENFORCEMENT
Safety is an essential element of any comprehensive active
transportation plan that must be included at every phase of
planning, design and implementation. The single most significant
factor influencing bicyclist safety is the number of cyclists on the
road. A strong inverse correlation has been shown between
bicycle mode share and accident rates; more cyclists make cycling
safer overall. This principle of “safety in numbers” should be central
to planning for safer bicycling in Fayetteville. The real or perceived
safety of riding a bicycle in the street with cars close by is a major
factor in people’s travel mode choice. Streets with high volumes of
high-speed automobile traffic can threaten the safety of bicyclists
and deter would-be cyclists. Individuals with modest bicycling skills
often called the “interested but concerned” cyclists, who represent
the largest population of potential cyclists, are most often
discouraged by safety concerns. Courses in bicycle safety for adults
can help to encourage riders that may need to build confidence
in their riding skills. Bike routes that limit cyclists’ interaction with
high-traffic conditions by utilizing shared-use paved trails,
cycletracks or bike ways provide users with greater safety and
comfort that will yield the highest usage. Lastly, local traffic
regulations should be reviewed and updated to ensure that
vulnerable road users like bicyclist’s are protected.

GOALS OF THE

A T P:

ACTIONS
Update bicycle ordinances to clarify current law and add additional
2
3
4
protections for cyclists.
goals impacted 1

5

Make street intersections and trail crossings safer and more comfortable for
bicyclist’s through the use of colored pavement markings, signage, medians,
grade separation and signalization.
goals impacted

1

2

3

4

5

6

6

Work with Fayetteville Public Schools to implement a Safe Routes to School
program to provide young cyclists with a useful lifelong
g skillset.
goals impacted

1

2

3

4

5

6

Work with partners such as the Bicycle Coalition of the Ozarks to offer a greater
variety of training opportunities for adults to learn and enhance their bicycling
skills.
2
3
4
5
6
goals impacted 1
Work with the Fayetteville Police Department to provide police resources to
enforce bicycle, pedestrian and vehicular traffic as a part of a bicycle education
and enforcement campaign.
2
3
4
5
6
goals impacted 1
Offer a ticket diversion program for cyclists and drivers that have been cited for
bicycle and pedestrian related offenses. Educational opportunities would be
offered as an alternative to fines or other penalties.

1

Endeavor to create an inclusive
multi-modal transportation
system.

2

Work to build a trail connection
within one half mile of every
residence.

goals impacted

3

Increase the active transportation
commuting mode share from 7.5%
in 2014 to 15% by 2020.

4

Identify, prioritize and address
missing bicycle and pedestrian
linkages.

5
6

1

2

3

4

5

6

Partner with advocates to
address bicycle and pedestrian
needs.
Earn bicycle friendly community
designation of Silver by 2017.

33

 CONCLUSION

AC T I V E T R A N S P O R TAT I O N P L A N
co n c l u s i o n

DR AFT

The 2003 Fayetteville Alternative Trails and Transportation plan succeeded in spurring the development of the City’s ever-expanding
trail network over the last decade. This Active Transportation Plan builds upon past success and reaffirms the City’s commitment
to planning for the future of active transportation. This plan sets a path forward by identifying a progressive yet achievable vision,
developing a set of realistic goals and through the implementation of important action steps. By combining pedestrian and bicycle
planning into active transportation planning we recognize that a comprehensive approach will yield the maximum return on the
public’s investment. Many of the action steps in this plan are similar to steps taken in other prominent bicycle and pedestrian friendly
communities. The implementation process is designed to be ongoing and dynamic with progress made through constant innovation
and adaption. Success will be measured through identified metrics collected over time. Ultimately, this plan provides Fayetteville
with the framework for building an active transportation network that will lead to a more healthy and vibrant community.

34