Trails Manual Section4

8/14/2019 Trails Manual Section4

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Hard Surface Multiple Use Trails

Underpasses

Whenever feasible, underpasses are to be used to cross busy highways and roads.

Underpasses can either be under an existing bridge or in a specially constructed box culvert. Using anexisting bridge is less expensive and more attractive to users.

Sightlines

Adequate sightlines to the entrance of an underpass are critical for user safety. Users approaching anunderpass should have an unobstructed view of the center of the entrance from at least 140 away andpreferably farther. From a point 60 from the entrance, users should be able to see the center of the path atleast 40 into the underpass.

The underpass itself should be straight or have no more than a gentle curve in order to provide longersightlines. The underpass is considered to be a hazard zone and the approaches should be width changezones.

Underpass width and height

The minimum width of the trail in a box culvert should be 10. The trail beneath bridges should be consideredas hazard zone and widened by 2 to 4 (the approach ramps then become width change zones). Theminimum vertical clearance in the underpass is 8, with 10 being a preferable clearance that significantlydecreases the closed-in feeling of the underpass.

2-38 Trails Design and Management Planning Handbook


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Lighting

Underpasses in urban areas, or areas where night use is likely, should be lighted. Box culvert underpasses,under roads wider than two lanes, should be lighted and/or have a light well in the median. Any bridgeunderpass under a wide road with narrow vertical clearance should be considered for lighting.

Where lights are used, the lights at the end of the underpass should be no more than 30 from the entrances.Interior lights should be no more than 25 apart. Vandal-resistant fixtures that fit diagonally in the upper

corner of box culverts are available, as are other fixtures that can be installed in bridge members. Electricalsupply wires should be underground, out of sight, or have their exposed conduits painted to match theinterior of the underpass. Lights should be installed with a sensor instead of a timer.

The walls and ceiling of a box culvert should be painted with a white epoxy to increase light levels in thetunnel.

Protection from road debris

Snow removed from the road and flying road debris from the road overhead need to be accommodated in thedesign. For a box culvert, high headwalls and extra horizontal distance between the road and the underpassshould be provided to protect trail users. For a bridge underpass, a tight-mesh chain link fence extendingupward from the bridge railings over the trail may help to protect trail users. Another possibility is to construct

a roof over the trail at each end of the bridge. These measures are to be used only where experience orexpectations dictate.

Location of box culverts

The cost of a box culvert can be reduced if the culvert can drain naturally. A box culvert through a roadembankment that naturally drains downhill is preferable to a culvert beneath a road that creates a holewhich cannot drain naturally and requires extensive drainage system. Whenever possible, try to locate boxculverts in embankments and in locations where someplace lower than the bottom of the culvert can be usedas a destination for culvert drainage.

Designing underpasses

Underpasses under bridges may need to conform to flood control specifications check regulations.Otherwise, clearance and sightlines are usually the major constraints.

Look for and create future opportunities for grade separations

The Trails Authority should act, on all possibilities, to have separated grade crossings constructed along withscheduled local, town, or Provincial highway construction projects. Potential open space corridors that crosshighways should be identified in advance and the appropriate highway agency contacted about plans forfuture construction. Every effort should be made to include grade separations in future construction, includingpaying for the construction cost of the underpass.

New bridges should be built with 12-15 of extra length on one side to allow clearance for a trail, and an 8minimum vertical clearance should be possible. If the design of the bridge does not allow sufficient vertical

clearance beneath, perhaps the bridge can be raised or can be designed such that the structural membersare above the deck (a through girder or arch).

If an existing culvert or small bridge needs to be replaced, it may be possible to replace it with box culverts orwith a bridge with sufficient length and clearance.

Budgeting

Much of the cost is in the construction of the approach ramps and portals and in draining the below groundculvert.



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An underpass that is below ground level will require a culvert or other means of drainage to a lower location -this could add appreciably to the cost of the underpass. An alternate location of the underpass could bypassthe problem.

Maintenance

Trail sweeping may be needed more often than on standard trail sections, especially duringwinter and early spring when road debris may be thrown onto the trail.

Artificial lighting systems, if any, will need regular maintenance (testing and bulb replace-ment).

Flooding of the trail or underpass will require cleanup afterward.

Drainage systems, if any, may need to be cleaned out.

After the initial painting, keep extra paint on hand to repaint any graffiti in underpasses.

Underpasses should be regularly inspected for graffiti and vandalism. Any damage should berepaired and repainted immediately.

Grade Crossings

Grade crossings of busy highways and roads are to be avoided whenever feasible but can be done withcare. Grade crossings of quieter streets and roads are more acceptable (and have some advantages asdescribed below).

Where a grade crossing must be done, a trail crossing at mid-block is the preferred method when longsightlines are possible. Crossing at an intersection should be done when the road is too busy or toodangerous to cross at mid-block, or when a roadside trail reaches the intersection.

Grade crossings as transfer points

Grade crossings should be viewed as opportunities to keep the trail web highly visible in the public eye. Eachjuncture of trail and trafficway is a transfer point in the alternate transportation networkdescribed in Section 1 of this Handbook. These transfer points should be safe, easy to use, andinviting to use. Even where a trail simply crosses a trafficway, the entrances to the trail on bothsides should be inviting to potential trail users -residents, tourists, people in cars, and peopleusing the road expressly to access the trail. As some of the most visible parts of the trailsystem, the ends of the trail at grade crossings should encourage both trail and road users touse the trail.

Grade crossings are trailheads

To support the function of a transfer point, the design of grade crossings should create attractive and invitingtrailheads rather than just mere crossings. Designs and guidelines for creating trailheads at each side ofgeneral grade crossings are given under Trailheads, p. 2-44.

Grade crossing situations

Four grade crossing situations are presented here:

a. a mid-block crossing



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b. an intersection crossing



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c. crossing an unpaved road

d. crossing a private driveway



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Signs and general characteristics given for these can be adapted for other situations as needed.

For clarity, specifics of the trailheads (where the trail meets the road) are omitted in these diagrams. SeeTrailheads, p. 2-44, for design guidelines and specifications for the trailheads.



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Trail Crossing of Private Driveway

Two situations are possible: 1) trail users yield to driveway users or 2) driveway users yield to trail users. Thefirst should be used for a busy driveway (business or other) where it is safer or, because of sightlines or sitefeatures, it makes sense for trail users to yield to driveway users. If, however, a private driveway is seldomused, the second can be used. How a driveway intersection is to be treated should be determined on a case-by-case basis.

Grade Crossing Details

The Public Works Department

For each grade crossing, the cooperation of the Public Works department should be obtained. This groupshould be involved from the design phase so that the grade crossing adheres to their rules and guidelines,and this group should agree to any planned improvements before construction begins. If the plan calls for im-provements to the road surface and/or right-of-way, the department should agree to the plans and possiblycooperate in or perform the construction.



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Trailheads

Trailheads are some of the most important facilities in the trail system. As the users first impression of thetrail system, the trailhead should be a highly-visible point so that no time or effort is wasted looking for it,should provide necessary information where needed, and should be physically attractive and inviting to use.

Each entrance to the trail system is to be considered a trailhead. All entrances have one of three forms:

Trailhead with Parking. A trailhead with parking facilities, bulletin boards, and

possibly other amenities. Trailhead without Parking. Entrances to the trail system such as a simple junction

of a trail access spur and a road.

Grade Crossing. The trail at both ends of a grade crossing.

Rather than force all trailheads to use the same basic plan, each trailhead is to be developed as appropriateto the site, the users, the level of development adjacent to the trail, and the importance of the trail. Trailheadsshould be built to fit into neighborhoods and sites as if they belong there and have always been there. Someconsistency between trailheads, however, is desirable - this comes in the form of sign and informational signdesign and placement. Additional subtle consistency also comes as a result of maximizing the function of thetrailhead as a transfer point and from selecting natural and man-made trailhead elements from a rich set ofcomponents. Using the economy of design described below, very simple, extremely effective, and subtlyconsistent trailheads can be generated from a few well-chosen elements (a well-chosen site adds greatly to

the effectiveness of the overall trailhead).



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Design Guidelines for All Trailheads

All trailheads, which are attractive, easy to use and inviting, have common elements derived from thefunction of the trailhead. The trailhead is a transfer point from road to trail. Transfer point is a moredescriptive term than trailhead because it better describes what actually occurs at the trailhead. Thetransfer point joins the separate systems of road and trail into an integrated whole, and thus the transfer poin

should help make the transition natural, comfortable, and inviting. Transfer point is used here as a morespecific term to refer to the actual point where the trail meets the road or parking area.

Throughout this document, the term trailhead includes all the structures that support the transfer point.The transition at the trailhead is most natural, comfortable, and complete when certain conditions are met.While each of the conditions is subtle by itself, they have a strong and pleasing effect when they are allworking together. If any of these conditions are not met, the smoothness and completeness of the transitionaexperience of the trailhead may be sacrificed to the point where some other aspects of the trailhead mayappear disjointed, inappropriate, or contrived.

1. Firmly tie the trail and vehicular space together

Visually as well as physically, thetransfer point should anchor the trail tothe road or parking area. The physicalconnection between trail and vehicularspace should be continuous (no gaps),smooth, strong, solid, logical, anddefinite.

Transfer point details

The transfer point plans at right should be used for all hard surfatrail connections to vehicular spaces. Note that concrete must beused adjacent to the vehicular space (the trail itself can be eitheasphalt or concrete beyond the dividing line shown on the plansThe concrete joint patterns shown on the plans should be used, should the curved transitions.As part of the smooth connection, if a curb is crossed with adropped ramp, the curb crossing should have no raised lip of ankind.



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Transfer points should be treated ashazard zones. The end of the trailshould be widened by 2 to 4depending on the amount of usertraffic.

Guides for blind usersTo meet ADA requirements (or

Canadian equivalent) for blind users,the end of the trail must be markedwith a surface differentiation. Fivestraight lines with edges rounded to a1/4 radius should be tooled into theconcrete at a spacing of 8. The lineclosest to the vehicular space shouldbe 8 behind the curb or 12 from theend of the path surface. The pathsurface must be concrete at this point.

BollardsA bollard to keep vehicles off the trail is anobstruction and should not be necessary.Build the transfer point without bollards

and, if vehicles on the trail become aproblem, install a bollard later. Anexception is where an old road previouslyused by vehicles is converted to a trailclosed to motorized vehicles.



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2. Anchor the transfer point and trailhead area to the site

The transfer point (and the general trailhead area) also needs to be visually anchored to the site. The eye isattracted to that which is different: vertical elements, edges, lines, masses of color, strongly contrastingcolors. These elements also serve as anchors.

Natural landscape anchors

The best anchors are usually natural vertical features in the landscape - a tree, a large rock that sticks upabove ground, an adjacent hillside, etc. Try to place the transfer point near natural vertical elements in sucha way that the elements ground and anchor the trail. The more elements that are used in combination, themore anchored the transfer point and trailhead area becomes and the more inviting it is to use it. Utilizing anumber of natural anchors usually increases the recreational value of the trail as well. For example, atransfer point between or next to a big tree and a large rock next to a creek at the bottom of the hill is veryinviting and anchored.

Additional anchors

If no natural vertical element is present, or if the area is so developed that there is a lot of visual competition,man-made vertical elements can be used to anchor the transfer point.

One or two sections of split rail or other attractive open fence is effective when the fence draws the eye to thetransfer point or to the trail near it. The thick posts of signs and bulletin boards can also be used as anchors.

Another anchoring technique is to cut the transfer point into the side of a slope and use an attractive retainingwall to hold the cut and/or fill. The wall and the earth cut and fill create strong anchors.

Use these same techniques to anchor the entire trailhead area

The above techniques can also be used to anchor the entire trailhead area to the site. Accentuate and utilizeany vertical elements in the landscape to help anchor and define the trailhead area.


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3. Use gateway effects at the transfer point and beyond

Transferring to the trail system is as mucha transfer in mindset as it is a physical act.The trailhead should be like a naturalgateway - you have to cross over,through, or between significant natural orman-made features. The transfer is mostcomplete when as many materials,textures, features, and views as possiblechange in the short space of the trailhead- the old is left behind for the freshness ofthe new. Since trails are to serve as analternate transportation system, trailsshould be as inviting as possible in orderto encourage people to use them.

Gateway effectsCrossing a bridge at the trailhead is anexceptionally effective gateway device.Crossing over a culvert that has attractivestone headwalls works well. Goingbetween solidly anchored natural features(rocks, trees, hills) is good, as isimmediately entering a very different realmsuch as a grove of trees or differentvegetation.Lowering the overhead height is a gooddevice - going under a tree can do this.Changing directions and views by bendingthe path and revealing a new view workswell. Changing grades and levels is veryeffective. Its essential that elements arechanging for sound and obvious reasons -contrived changes will be perceived as

such.

Create multiple gatewaysA trailhead and the trail behind it can havemore than one gateway. Each additionalgateway increases the recreational valueof the trail by making it easier to leave theworld behind and by creating featuresalong the trail. Each gateway should be adifferent type of effect from the others.Whenever possible, create a successionof gateway effects. A number of subtlegateways can more effective and less

contrived than a single obvious gateway.Using subtle and obvious gatewaystogether produces the best feeling oftransition.

Anchors can double as gateway effectsIf no vertical natural features can be used,the anchoring elements of fences, signs, andcuts and fills described in #2 above can alsobe used to create gateway effects.

4. Provide trail information for users

Possible Gateway Effects


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Depending on the trail and location, two levels of trail information can be provided.

Level 1: Standard trail sign

All trailheads, regardless of type, should have a standard trail sign giving the name of the trail (see Signs, p.2-68). This sign is to be placed as near the transfer point as practical. If the sign is at a trailhead withoutparking or a grade crossing, the sign should also be visible to passing road users if possible. At a grade

crossing, only one side (preferably the most visible or the most frequently used side) requires a sign,although both sides can be signed for maximum emphasis if desired.

Level 2: User information area

On frequently used trailheads and any trailheads likely to be seen and used by tourists, a map, trail rules,and other necessary and useful information should be posted on a locator (see InformationalSigns, p. 2-70). The standard trail sign is still used, but it is placed next to the locator in aspecial user information area (see below).

On a short spur trail, which simply provides access to the main trail, an alternative to providing a locator atthe trailhead is to provide one at the intersection with the main trail. This can make the same locator usefulfor users entering via the spur and users already on the main path. The standard trail sign stays at thetransfer point.

User information area design

The locator and the standard trail sign should be placed next to each other in a special area adjacent to thetrail (see the diagrams below). The area should be surfaced with crusher fines (preferred) or with a hard

surface like the trail in busy areas. At grade crossings in and near the Town, the use of decorative pavers forthe information area is recommended (see Grade Crossings. p. 2-40).

The separate area with its different surface encourages users to enter and read the information. To attractusers attention, the trail sign and locator should orient outward toward the path. The trail sign should beclosest to the path and should face the transfer point. The entire area should be designed with an outwardorientation to help make it inviting. Backing the area with a vegetation screen or an open fence helps definethe space, makes the space feel less exposed, increases the outward orientation, and further increases thesense of invitation.


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5. Make the trailhead area safe and accessible for users

If the trailhead has parking, trail users should be able to move from the vehicular area to apedestrian zone quickly and easily.

If the trailhead has no parking, the transfer point should have good sightlines along the roadin either direction. If the road is curved, visibility is much better if the transfer point is on the outsideof the curve instead of inside.

If the trailhead is a grade crossing, follow the sign and alignment guidelines given in GradeCrossings. Development of the actual transfer points should be done as described here.

6. Use appropriate and sustainable landscaping

Landscaping should preserve and accentuate the natural features of the site. Landscaping can be used torepair site disturbance, to help anchor the transfer point and trailhead area, and to help create gatewayeffects.

Site disturbance should be minimized during trail and trailhead construction. Mature treesare to be saved whenever possible.

Consider transplanting trees and shrubs within the site, especially in order to save those thatwould be removed by trail or trailhead construction.

Landscaping should be used only to restore site disturbance and, where needed, to create afocal point for the trailhead area (particularly for the transfer point). Landscaping is not intended to beused on a large scale to change the character of the entire site unless the site was previouslydamaged.

Any areas disturbed during trailhead construction should have the topsoil replaced or added,then revegetated (preferably with native plants).

The formality of landscaping should match that of landscaping on adjacent land. Typically,the most naturalistic approach in context with adjacent land will be the most appropriate. Formalitiessuch as raised or edged planting beds, contrived groupings of trees and rocks, and formal rows ofshrubs or trees should be avoided even in developed areas. Instead, use naturally flowing landformsand native species that require little or no irrigation or maintenance. For many trailheads, it shouldnteven be necessary to mow the grass.

Rocks and other natural elements should be used to make disturbed areas look as much as


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possible


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like they once did. Cuts and fills should blend into their surroundings as much as possible.

The natural materials of the trailhead site should be used in landscaping whenever possible.For example, consider a low retaining wall of native stone where stone is plentiful. Use of treatedlandscape timbers in a wooded area is also effective.

If irrigation is to be provided, any type of appropriate trailhead plantings can be established.Plantings should be in the context of surrounding plants on adjacent land. Native species that onlyrequire irrigation for establishment are preferred. A naturalistic grouping of a few larger specimensmay be more effective than a large number of small plants and trees.

When an irrigation system is not installed but some native species (particularly trees andshrubs) are desirable, water them from trucks until they are established.

Trees should not obstruct trail or vehicular sightlines.

7. Combine all of the above

Look at the trailhead from the users point of view. The trail user arrives by road, typically either in a car, on abike, or on foot. The trailhead area is easy to spot because of bright, colorful, and consistent signs combinedwith vertical natural and/or man-made landscape elements. If theres parking, its logical and self-explanatory. The transfer point itself naturally draws the eye because of its grouping with natural verticalelements such as trees, rocks, and hills, as well as signs and perhaps man-made lines such as fences andretaining walls. Its easy to reach the transfer point safely.

At the actual transfer point, the trail smoothly meets the vehicular space without bumps, gaps, orobstructions. Beyond that (depending on the trailhead type), a wide surfaced area to the side of the pathinvites you to read the trailhead sign and bulletin board there. Natural and man-made anchors help groundthe transfer point: nearby native trees similar to those elsewhere within view, and maybe a few natural rockslike those seen in the undisturbed areas beyond the trailhead. Perhaps the trail or the sign area is cut into ahillside, and the cut is made attractive with a low stone or timber retaining wall. Because of the groundingprovided by several elements in conjunction and the sensitivity of the trail to these elements, the trailheadfeels like a natural extension of the site. Beyond the trailhead, the trail curves slightly and gently goes out ofview - an invitation to follow the trail.

This is just an example to show how the conditions and elements described above can be used to create afeeling of transition. Each trailhead should be a unique combination of site, appropriate elements, and

appropriate solutions.

SUMMARY OF DESIGN GUIDELINES

Firmly tie the trail and vehicular space together

Anchor the transfer point and trailhead area to the site

Use gateway effects at the transfer point and beyond

Provide trail information for users

Make the trailhead area safe and accessible for usersUse appropriate and sustainable landscaping

Combine all of the above

Following are guidelines for specific trailhead types which should be used in addition to the above.



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Trailheads with Parking

Trailheads with parking actually have threetransfer points:

1. where you leave the road and enter the parkingarea,

2. where you park the car and step out, and3. where you enter the actual trail.

Each of these has its own transition elements.When all three are handled well, the transitionfrom road to trail is smooth and pleasant.

Visibility of Trailhead

One should not have to look hard to find thetrailhead from the road. The trailhead areashould draw enough attention to itself that itcan be seen from a distance (such as from a

car on the road). Vertical anchoring elementsgreatly help improve the visibility of the areafrom a distance.

A major trailhead sign for motorists should beplaced at the entrance to the trailhead area.This sign has a standard design - see Signs,p. 2-68

A fence around the trailhead parking area, oran open fence just between the parking areaand the trail, effectively catch the motoristseye if they can be seen from the road. The

trail sign at the transfer point (and locator, ifpresent) should also be visible from the roadwhenever possible.

The transfer point should be visible uponentering the parking area. If the transfer pointuses natural anchor points and gatewayeffects, the users eye should be automatically .

drawn toward these.

Parking

The site should be chosen partly on its ability to hold a parking area and trailhead.

Parking spaces and parking lot circulation should be organized in a logical and space-saving way.

To help make each trailhead unique, the parking plan should be different and customized for eachtrailhead. Any rational and organized parking area layout can be used, from simple roadside parking to afull parking area. A one-way through-loop parking lot with diagonal parking is one of the best layouts forease of use.

Do not create unorganized, haphazard, or hazardous parking areas.

Curve the edges of the vehicular space whenever possible and appropriate - this is an excellent way tosoften the shape of the vehicular area as well as to customize the vehicular space to the site.



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The number of parking spaces should be sufficient to handle demand most of the time. Consider addingroadside overflow parking if demand regularly exceeds supply.

Parking areas can be either paved, graveled, or a combination of the two. Curb and gutter are optionalfor paved lots. The formality of curb and gutter can be softened where appropriate by using it only toseparate the parking area from the pedestrian zone.

In organizing parking spaces, non-verbal cues such as wheel stops and traffic islands (and, in pavedparking areas, painted lines) should be used instead of signs whenever possible. It should be obviouswhere and how to park so that users start out knowing that theyve parked correctly.

Wheelstops can be concrete or, for a more rustic appearance, landscape timbers or railroad ties. Foraesthetics, wood is preferable to concrete whenever this is appropriate in the context of development onadjacent land.

Trailhead parking areas for busy trailheads should have a pedestrian-only walkway fronting the parkingarea. The transfer point should be located away from parking spaces so that parked vehicles never blockit.

The walk from the car to the transfer point should be unobstructed so the users are not tempted to walk

across grass to get to the transfer point.

Parking area drainage should be directed away from pedestrian zones whenever possible. Never allowthe parking area to drain onto the trail.

If the trail is to be accessible to wheelchair users, a wider parking space should be created as close aspossible to the transfer point. This parking space should be as level as possible and signed as reservedfor wheelchair users. It should be possible to wheel from this space directly into a pedestrian zonewithout going through the vehicular zone.

If equestrian use is anticipated, it may be desirable to provide parking for a horse trailer. This requires agreat deal of space and it may be more cost effective to provide roadside overflow parking for horsetrailers.

A bike rack may be desirable, particularly at parks, park-and-ride facilities, business centers, and otherlocations where bicycle users may want to park bikes. Racks should be located in a high-traffic high-visibility zone as a deterrent to theft. The racks should be easy to use, simple in design, securely builtand mounted, and suitable for use with U-bolt (Kryptonite) bike locks. Avoid racks that are likely toscratch the finish on bikes.

Signs

The trailhead parking area should be marked from the road (see major trailhead sign under Visibility ofTrailhead, above).

The transfer point should have a user information area (standard trail sign and a locator, see guideline #

4 above). If vandalism of signs in the user information area is likely, though, the user information areacan be moved back 75-150 from the parking area.

Signs for vehicle parking can be installed at standard heights for vehicular signs. These signs should beinstalled on 4x4 nominal timber posts (instead of the standard 6x6 trail sign posts).

See Signs and Informational Signs for details.



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Fencing

Fences should be used only sparingly. If needed, a fence can separate the parking area from openspace on all sides or just on the trail side to prevent short-cutting and direct users to the transfer point.Small fence sections can also be used to draw attention to the transfer point.

Fencing can be any of the standard wooden fence types (split rail, tenoned rounded rails, board - seeFencing).

Where livestock are present, barbed wire and stock fences should be kept as far back from the trailheadarea as practical.

Example of steel fence crossing alternative to gates to keep livestock in and allow access for cyclists ormotorized maintenance vehicles.

Example of wood version of the same fence crossing which is more economical but will not last as long asthe steel version

For more information on consult the USDA Forest Service Technology and Development Program, MissoulaMontana supplemental (7E72A50- Cattle Trail Guard, July 1998)

Landscaping

Topsoil removed from the parking area and vehicular spaces should be stockpiled and used for



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restoration and revegetation of cuts, fill, and site disturbance. Excess topsoil can be used elsewhere orstockpiled somewhere on the site for use in repairing any future erosion damage.

Lighting

Lighting should not generally be needed. Lighting decisions should be made on a case-by-case basis.

Winter use

If the trailhead area is to be used in winter, provide a place for plowed snow to be piled. This shouldpreferably be a well-drained portion of the parking area in the lowest part of the lot.

Consult Public Works Department for planning for snow removal, snow storage, and snowmelt drainagefor both parking areas and pedestrian spaces.

Trailheads without ParkingThese include places where a spur or main trailmeets a road but without a parking area.

The transfer point should be easily visiblefrom the road because of signs, verticallandscape elements, and possibly fencesections, cuts and fills, etc.

The transfer point should have good sightlinesalong the road in either direction. If the road iscurved, visibility is much better if the transferpoint is on the outside of the curve instead ofinside.

The level of development should fit thecontext of the surrounding area.

Accentuate and utilize any vertical elements inthe landscape to help anchor and define the transferpoint.

Use gateway elements as described in thegeneral trailhead guidelines.

Short sections of fence can optionally be usedto add vertical elements and draw attention tothe transfer point. (Fencing, if any, should bedone as described under Trailheads withParking, above.)

A user information area is optional dependingon amount of trail usage and the user base.



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Grade Crossings

See Grade Crossings, p. 2-40, for the overallrelationship between road and trail.

The transfer point serves two functions here.First, it serves as the terminus for the crossing.

Second, it serves as a transfer point from theroad to the trail. The design of the trailhead areason each side needs to reflect both functions, i.e.,unify the sides and make the trailheads attractiveand inviting gateways.

A sign indicating the name of the trail shouldbe visible to road users on each side of the road.Two signs will be needed - they should beidentical in design and symmetric in placement sothat together they help unify the two ends of thecrossing for both motorists and trail users.

The trailhead area on each side should betreated as its own trailhead, but balanced as awhole with the other side. The balance should bea sophisticated asymmetric balance of colors,forms, and masses - not a mirror image or anexact balance of element to element. The wholeof each side balances with the whole of the otherside, but individual elements on each side dontnecessarily balance their counterparts by them-selves. Each side should appear equallyimportant, equally attractive, and equally inviting.

To help achieve an asymmetric balance,naturalistic elements in the trailhead areas of the

two sides should be fairly similar in materials andcolors, but dissimilar in size, placement, andnumber. Use odd numbers of elements (1, 3, 5,etc.) between the two sides since even numberstend to balance too literally and visually canceleach other out.

Example 1. Both sides may use stone as a motif: Side One uses a single large boulder where Side Twouses three smaller stones of widely differing sizes but the same color as the boulder on Side One.Further, the three smaller stones are not all together, but rather form their own asymmetric grouping withinternal balance between the stones.

Example 2. Side One uses three fence sections as vertical elements where Side Two only uses onesimilar fence section in a different placement.

Example 3. On Side One, a short stone retaining wall is used at the base of a cut. Side Two balancesthis with a long stone curb that is only one stone high.



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Crosswalk markings (and even road surface differentiation as described under Grade Crossings) can be usedappropriate as a safety and unifying element.

If this is a popular access point, consider placing a user information area on the most popular side and astandard trail sign on both sides.

Fencing, if any, should be done as described under Trailheads with Parking above.

Trailheads for other Agencies

If the County obtained the trailhead land expressly in order to provide access to other public land managedby another agency, the trailhead can optionally be developed to the standards of the other agency.

Documents

Trails Manual Section4