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 an
existing 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 an
underpass should have an unobstructed view of the center of the entrance from at least 140’ away and
preferably farther. From a point 60’ from the entrance, users should be able to see the center of the path at
least 40’ into the underpass.

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

Underpass width and height

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

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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 bridge
underpass 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. Electrical
supply wires should be underground, out of sight, or have their exposed conduits painted to match the
interior 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 the
tunnel.

Protection from road debris

Snow removed from the road and flying road debris from the road overhead need to be accommodated in the
design. For a box culvert, high headwalls and extra horizontal distance between the road and the underpass
should be provided to protect trail users. For a bridge underpass, a tight-mesh chain link fence extending
upward 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 or
expectations 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 road
embankment that naturally drains downhill is preferable to a culvert beneath a road that creates a “hole”
which cannot drain naturally and requires extensive drainage system. Whenever possible, try to locate box
culverts in embankments and in locations where someplace lower than the bottom of the culvert can be used
as 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 with
scheduled local, town, or Provincial highway construction projects. Potential open space corridors that cross
highways should be identified in advance and the appropriate highway agency contacted about plans for
future construction. Every effort should be made to include grade separations in future construction, including
paying 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 8’
minimum 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 members
are 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 or
with 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 ground
culvert.

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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 bypass
the problem.

Maintenance

• Trail sweeping may be needed more often than on standard trail sections, especially during
winter 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 be
repaired and repainted immediately.

Grade Crossings

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

Where a grade crossing must be done, a trail crossing at mid-block is the preferred method when long
sightlines are possible. Crossing at an intersection should be done when the road is too busy or too
dangerous 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. Each
juncture of trail and trafficway is a transfer point in the alternate transportation network
described in Section 1 of this Handbook. These transfer points should be safe, easy to use, and
inviting to use. Even where a trail simply crosses a trafficway, the entrances to the trail on both
sides should be inviting to potential trail users -residents, tourists, people in cars, and people
using the road expressly to access the trail. As some of the most visible parts of the trail
system, the ends of the trail at grade crossings should encourage both trail and road users to
use the trail.

Grade crossings are trailheads

To support the function of a transfer point, the design of grade crossings should create attractive and inviting
trailheads rather than just mere crossings. Designs and guidelines for creating trailheads at each side of
general 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. See
Trailheads, 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. The
first should be used for a busy driveway (business or other) where it is safer or, because of sightlines or site
features, it makes sense for trail users to yield to driveway users. If, however, a private driveway is seldom
used, 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 group
should 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 possibly
cooperate in or perform the construction.

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Trailheads

Trailheads are some of the most important facilities in the trail system. As the user’s first impression of the
trail 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 appropriate
to the site, the users, the level of development adjacent to the trail, and the importance of the trail. Trailheads
should be built to fit into neighborhoods and sites as if they belong there and have always been there. Some
consistency between trailheads, however, is desirable - this comes in the form of sign and informational sign
design and placement. Additional subtle consistency also comes as a result of maximizing the function of the
trailhead as a transfer point and from selecting natural and man-made trailhead elements from a rich set of
components. Using the economy of design described below, very simple, extremely effective, and subtly
consistent 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 the
function of the trailhead. The trailhead is a transfer point from road to trail. “Transfer point” is a more
descriptive term than “trailhead” because it better describes what actually occurs at the trailhead. The
transfer point joins the separate systems of road and trail into an integrated whole, and thus the transfer point
should help make the transition natural, comfortable, and inviting. Transfer point is used here as a more
specific 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 all
working together. If any of these conditions are not met, the smoothness and completeness of the transitional
experience of the trailhead may be sacrificed to the point where some other aspects of the trailhead may
appear disjointed, inappropriate, or contrived.

1. Firmly tie the trail and vehicular space together

Visually as well as physically, the
transfer point should anchor the trail to
the road or parking area. The physical
connection between trail and vehicular
space should be continuous (no gaps),
smooth, strong, solid, logical, and
definite.
Transfer point details
The transfer point plans at right should be used for all hard surface
trail connections to vehicular spaces. Note that concrete must be
used adjacent to the vehicular space (the trail itself can be either
asphalt or concrete beyond the dividing line shown on the plans).
The concrete joint patterns shown on the plans should be used, as
should the curved transitions.
As part of the smooth connection, if a curb is crossed with a
dropped ramp, the curb crossing should have no raised lip of any
kind.

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Transfer points should be treated as

hazard zones. The end of the trail
should be widened by 2’ to 4’
depending on the amount of user
traffic.

Guides for blind users

To meet ADA requirements (or
Canadian equivalent) for blind users,
the end of the trail must be marked
with a surface differentiation. Five
straight lines with edges rounded to a
1/4” radius should be tooled into the
concrete at a spacing of 8”. The line
closest to the vehicular space should
be 8” behind the curb or 12” from the
end of the path surface. The path
surface must be concrete at this point.

Bollards
A bollard to keep vehicles off the trail is an
obstruction and should not be necessary.
Build the transfer point without bollards
and, if vehicles on the trail become a
problem, install a bollard later. An
exception is where an old road previously
used by vehicles is converted to a trail
closed 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 is
attracted to that which is different: vertical elements, edges, lines, masses of color, strongly contrasting
colors. 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 up
above ground, an adjacent hillside, etc. Try to place the transfer point near natural vertical elements in such
a way that the elements ground and anchor the trail. The more elements that are used in combination, the
more anchored the transfer point and trailhead area becomes and the more inviting it is to use it. Utilizing a
number of natural anchors usually increases the recreational value of the trail as well. For example, a
transfer point between or next to a big tree and a large rock next to a creek at the bottom of the hill is very
inviting 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 the
transfer 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 retaining
wall 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 utilize
any vertical elements in the landscape to help anchor and define the trailhead area.
3. Use gateway effects at the transfer point and beyond
Transferring to the trail system is as much
a transfer in mindset as it is a physical act. Possible Gateway Effects
The trailhead should be like a natural
gateway - you have to cross over,
through, or between significant natural or
man-made features. The transfer is most
complete when as many materials,
textures, features, and views as possible
change in the short space of the trailhead
- the old is left behind for the freshness of
the new. Since trails are to serve as an
alternate transportation system, trails
should be as inviting as possible in order
to encourage people to use them.

Gateway effects
Crossing a bridge at the trailhead is an
exceptionally effective gateway device.
Crossing over a culvert that has attractive
stone headwalls works well. Going
between solidly anchored natural features
(rocks, trees, hills) is good, as is
immediately entering a very different realm
such as a grove of trees or different
vegetation.
Lowering the overhead height is a good
device - going under a tree can do this.
Changing directions and views by bending
the path and revealing a new view works
well. Changing grades and levels is very
effective. It’s essential that elements are
changing for sound and obvious reasons -
contrived changes will be perceived as
such.

Create multiple gateways

A trailhead and the trail behind it can have
more than one gateway. Each additional
gateway increases the recreational value
of the trail by making it easier to leave the
world behind and by creating features
along the trail. Each gateway should be a
different type of effect from the others.
Whenever possible, create a succession
of gateway effects. A number of subtle
gateways can more effective and less
contrived than a single obvious gateway.
Using subtle and obvious gateways
together produces the best feeling of
transition.

Anchors can double as gateway effects

If no vertical natural features can be used,
the anchoring elements of fences, signs, and
cuts and fills described in #2 above can also
be used to create gateway effects.
4. Provide trail information for users
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 without
parking 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 Informational
Signs, p. 2-70). The standard trail sign is still used, but it is placed next to the locator in a
special user information area (see below).

On a short spur trail, which simply provides access to the main trail, an alternative to providing a locator at
the trailhead is to provide one at the intersection with the main trail. This can make the same locator useful
for users entering via the spur and users already on the main path. The standard trail sign stays at the
transfer 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 the
trail (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 for
the 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 attract
users’ attention, the trail sign and locator should orient outward toward the path. The trail sign should be
closest to the path and should face the transfer point. The entire area should be designed with an outward
orientation to help make it inviting. Backing the area with a vegetation screen or an open fence helps define
the space, makes the space feel less exposed, increases the outward orientation, and further increases the
sense of invitation.
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 a
pedestrian zone quickly and easily.
• If the trailhead has no parking, the transfer point should have good sightlines along the road
in either direction. If the road is curved, visibility is much better if the transfer point is on the outside
of the curve instead of inside.
• If the trailhead is a grade crossing, follow the sign and alignment guidelines given in Grade
Crossings. 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 to
repair site disturbance, to help anchor the transfer point and trailhead area, and to help create gateway
effects.

• Site disturbance should be minimized during trail and trailhead construction. Mature trees
are to be saved whenever possible.
• Consider transplanting trees and shrubs within the site, especially in order to save those that
would be removed by trail or trailhead construction.
• Landscaping should be used only to restore site disturbance and, where needed, to create a
focal point for the trailhead area (particularly for the transfer point). Landscaping is not intended to be
used on a large scale to change the character of the entire site unless the site was previously
damaged.
• 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. Formalities
such as raised or edged planting beds, contrived groupings of trees and rocks, and formal rows of
shrubs or trees should be avoided even in developed areas. Instead, use naturally flowing landforms
and native species that require little or no irrigation or maintenance. For many trailheads, it shouldn’t
even 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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 Hard Surface Multiple Use Trails

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 treated
landscape 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 only
require irrigation for establishment are preferred. A naturalistic grouping of a few larger specimens
may 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 and
shrubs) 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 user’s point of view. The trail user arrives by road, typically either in a car, on a
bike, or on foot. The trailhead area is easy to spot because of bright, colorful, and consistent signs combined
with vertical natural and/or man-made landscape elements. If there’s parking, it’s logical and self-
explanatory. The transfer point itself naturally draws the eye because of its grouping with natural vertical
elements such as trees, rocks, and hills, as well as signs and perhaps man-made lines such as fences and
retaining walls. It’s easy to reach the transfer point safely.

At the actual transfer point, the trail smoothly meets the vehicular space without bumps, gaps, or
obstructions. Beyond that (depending on the trailhead type), a wide surfaced area to the side of the path
invites you to read the trailhead sign and bulletin board there. Natural and man-made anchors help ground
the transfer point: nearby native trees similar to those elsewhere within view, and maybe a few natural rocks
like those seen in the undisturbed areas beyond the trailhead. Perhaps the trail or the sign area is cut into a
hillside, and the cut is made attractive with a low stone or timber retaining wall. Because of the grounding
provided by several elements in conjunction and the sensitivity of the trail to these elements, the trailhead
feels like a natural extension of the site. Beyond the trailhead, the trail curves slightly and gently goes out of
view - 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 a
feeling 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 users

Use 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 three
transfer points:

1. where you leave the road and enter the parking

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

Each of these has its own transition elements.

When all three are handled well, the transition
from road to trail is smooth and pleasant.

Visibility of Trailhead

• One should not have to look hard to find the

trailhead from the road. The trailhead area
should draw enough attention to itself that it
can be seen from a distance (such as from a
car on the road). Vertical anchoring elements
greatly help improve the visibility of the area
from a distance.

• A major trailhead sign for motorists should be

placed 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, or

an open fence just between the parking area
and the trail, effectively catch the motorist’s
eye if they can be seen from the road. The
trail sign at the transfer point (and locator, if
present) should also be visible from the road
whenever possible.

• The transfer point should be visible upon

entering the parking area. If the transfer point
uses natural anchor points and gateway
effects, the user’s 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 each
trailhead. Any rational and organized parking area layout can be used, from simple roadside parking to a
full parking area. A one-way through-loop parking lot with diagonal parking is one of the best layouts for
ease 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 to
soften 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 adding
roadside overflow parking if demand regularly exceeds supply.

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

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

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

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

• 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 allow
the 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 as
possible to the transfer point. This parking space should be as level as possible and signed as reserved
for wheelchair users. It should be possible to wheel from this space directly into a pedestrian zone
without going through the vehicular zone.

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

• A bike rack may be desirable, particularly at parks, park-and-ride facilities, business centers, and other
locations 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 built
and mounted, and suitable for use with U-bolt (“Kryptonite”) bike locks. Avoid racks that are likely to
scratch the finish on bikes.

Signs

• The trailhead parking area should be marked from the road (see major trailhead sign under “Visibility of
Trailhead,” 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 area
can 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 be
installed 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 open
space 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 - see
Fencing).

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

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

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

For more information on consult the USDA Forest Service Technology and Development Program, Missoula
Montana 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 or
stockpiled 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 should
preferably 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 drainage
for both parking areas and pedestrian spaces.

Trailheads without Parking

These include places where a spur or main trail
meets a road but without a parking area.

• The transfer point should be easily visible

from the road because of signs, vertical
landscape elements, and possibly fence
sections, cuts and fills, etc.
• The transfer point should have good sightlines
along the road in either direction. If the road is
curved, visibility is much better if the transfer
point is on the outside of the curve instead of
inside.
• The level of development should fit the
context of the surrounding area.
• Accentuate and utilize any vertical elements in
the landscape to help anchor and define the transfer
point.
• Use gateway elements as described in the
general trailhead guidelines.
• Short sections of fence can optionally be used
to add vertical elements and draw attention to
the transfer point. (Fencing, if any, should be
done as described under Trailheads with
Parking,” above.)
• A user information area is optional depending
on amount of trail usage and the user base.

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Grade Crossings
See Grade Crossings, p. 2-40, for the overall
relationship 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 the
road to the trail. The design of the trailhead areas
on each side needs to reflect both functions, i.e.,
unify the sides and make the trailheads attractive
and inviting gateways.

• A sign indicating the name of the trail should

be visible to road users on each side of the road.
Two signs will be needed - they should be
identical in design and symmetric in placement so
that together they help unify the two ends of the
crossing for both motorists and trail users.

• The trailhead area on each side should be

treated as its own trailhead, but balanced as a
whole with the other side. The balance should be
a sophisticated asymmetric balance of colors,
forms, and masses - not a mirror image or an
exact balance of element to element. The whole
of each side balances with the whole of the other
side, but individual elements on each side don’t
necessarily balance their counterparts by them-
selves. Each side should appear equally
important, 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 and
colors, but dissimilar in size, placement, and
number. Use odd numbers of elements (1, 3, 5,
etc.) between the two sides since even numbers
tend to balance too literally and visually cancel
each other out.

Example 1. Both sides may use stone as a motif: Side One uses a single large boulder where Side Two
uses 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 with
internal balance between the stones.

Example 2. Side One uses three fence sections as vertical elements where Side Two only uses one
similar 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 balances
this with a long stone curb that is only one stone high.

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 Hard Surface Multiple Use Trails

• Crosswalk markings (and even road surface differentiation as described under Grade Crossings) can be used
appropriate 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 a
standard 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 managed
by another agency, the trailhead can optionally be developed to the standards of the other agency.

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