HomeMy WebLinkAboutODT-E Route Report Appendix A-Design GuidelineJefferson County, WA
OLYMPIC
DISCOVERY
TRAIL -
EAGLEMOUNT
DESIGN GUIDELINES
Image source: Alta Planning + Design JEFFER S O N CO
UNTYWASHIN G T ON
APRIL 26, 2019
OLYMPIC DISCOVERY TRAIL - EAGLEMOUNT DESIGN GUIDELINES | 2019
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A UNIFIED SYSTEM
Jefferson County’s Olympic Discovery Trail -
Eaglemount Design Guidelines support the goals
and recommendations described in the 2010
Jefferson County Comprehensive Plan’s section on
Transportation. In particular, the Design Guidelines
support and are consistent with Jefferson County’s
trail vision (Goal TR-G-3) to “promote coordinated
and safe bicycle, equestrian, and pedestrian way
improvements in accordance with the Non-motorized
Transportation and Recreational Trails Plan, and
in coordination with Federal, State, and regional
agencies, utilities, and citizen groups, emphasizing
access to schools, parks, employment, major activity
service centers, and transit facilities (ferry, bus, etc.),
and links between existing trails during land use and
transportation system development planning.”
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Introduction ........................................................................................................................................................... 6
1.1: Project Description.................................................................................................................................. 7
1.2: Document Purpose ................................................................................................................................. 7
1.3: Design Guidance .................................................................................................................................... 8
User Guidelines ................................................................................................................................................... 12
2.1: User-based Design ................................................................................................................................ 13
2.2: Accessibility ........................................................................................................................................... 19
Trail Design .......................................................................................................................................................... 20
3.1: Trail Design with Equestrians ........................................................................................................... 21
3.2: Trail Edge & Separation .................................................................................................................... 24
3.3: Cross Sections with Steep Slopes .................................................................................................... 25
3.4: Vegetative Screening ..........................................................................................................................27
3.5: Access Control .......................................................................................................................................29
3.6: Spur Trails ...............................................................................................................................................31
3.7: Crime Prevention through Environmental Design .......................................................................31
Roadways and Structures ................................................................................................................................ 33
4.1: Trail - Roadway Crossings ................................................................................................................. 34
4.2: Active Warning Beacons .................................................................................................................. 38
4.3: Median Refuge Islands...................................................................................................................... 39
4.4: Advisory Bike Lanes .............................................................................................................................41
4.5: Bridges, Overcrossings, & Boardwalks ...........................................................................................42
4.6: Tunnels & Undercrossings .................................................................................................................44
TABLE OF CONTENTS
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Trail Amenities ................................................................................................................................................... 45
5.1: Parking Area ......................................................................................................................................... 46
5.2: Bicycle Parking..................................................................................................................................... 47
5.3: Equestrian Parking ..............................................................................................................................48
5.4: Equestrian Amenities .........................................................................................................................49
5.5: Bicycle Repair Stations .......................................................................................................................50
5.6: Trailheads .............................................................................................................................................. 51
5.7: Water ........................................................................................................................................................52
5.8: Seated Rest Areas & Viewpoints ......................................................................................................53
5.9: Public Art & Sculpture ....................................................................................................................... 55
Signage .................................................................................................................................................................. 56
6.1 Regulatory & Directional .................................................................................................................... 57
6.2 Etiquette.................................................................................................................................................. 58
6.3 Wayfinding ............................................................................................................................................. 59
6.4 Emergency Locators ............................................................................................................................ 59
Figure 1 Typical distribution of bicyclist types....................................................................................…13
Figure 2 Typical bicycle operating widths….............................................................................................14
Figure 3 Typical dimensions for common bicycle types…...................................................................15
Figure 4 Pedestrian recommended trail widths…..................................................................................16
Figure 5 Assistive device use operating widths…..................................................................................17
Figure 6 Equestrian recommended trail widths…..................................................................................18
Figure 7 Typical multi-use trail with equestrian section…...................................................................21
Figure 8 Typical multi-use trail in conditions with reduced space….................................................22
Figure 9 Example of trail separation using vegetation......................................................................…24
Figure 10 Trail section with cut and fill profile for stabilized slope…...............................................26
Figure 11 Trail section with gabion retaining wall, showing cut and fill profile….........................26
Figure 12 Vegetative screening with attention to transparency......................................................…27
Figure 13 Vegetative screening with attention to site lines..............................................................…28
LIST OF FIGURES
TABLE OF CONTENTS CONT.
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Table 1 Upright adult bicyclist – typical…..................................................................................................15
Table 2 Bicycle design speed expectations…............................................................................................15
Table 3 Pedestrian characteristics by age…..............................................................................................16
Table 4 Wheelchair use typical speed…......................................................................................................17
Table 5 Wheelchair user design considerations…....................................................................................17
Figure 14 Vertical curb cut….........................................................................................................................29
Figure 15 Typical trail intersection with spur trail..............................................................................…35
Figure 16 Typical multi-use trail crossing road at non-signalized intersection….........................36
Figure 17 Typical mid-block crossing..............................................................….........................................37
Figure 18 Examples of active warning beacons…...................................................................................38
Figure 19 Example section with median refuge islands…....................................................................40
Figure 20 Two-way low volume road with advisory bicycle lanes..................................................…41
Figure 21 Bridge design considerations and dimensions…..................................................................43
Figure 22 Trial undercrossing…...................................................................................................................44
Figure 23 Example of multi-use trail parking lot configuration…......................................................46
Figure 24 Example of bicycle parking and dimensions….....................................................................47
Figure 25 Example of bicycle parking along a multi-use trail….........................................................48
Figure 26 Example of a bicycle repair station with tire pump.........................................................…50
Figure 27 Example of a trailhead…..............................................................................................................51
Figure 28 Section diagram of seating dimensions along a multi-use trail......................................53
Figure 29 Examples of rest area and benches….......................................................................................54
Figure 30 Examples of regulatory signs….................................................................................................57
Figure 31 Examples of etiquette signs…....................................................................................................58
Figure 32: Example emergency locater sign............................................................................................58
LIST OF TABLES
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INTRODUCTION
“The Olympic Discovery Trail is a vital and important
element of our area’s economy, especially as it relates to
tourism and bicycle tourists.”
-Local Resident
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1.1 PROJECT DESCRIPTION
The Olympic Discovery Trail is a regional
multi-use trail system that traverses
the Olympic Peninsula in an East-West
alignment; it begins in Jefferson County in
Port Townsend and travels across the part of
the northern coast of the Olympic Peninsula
then turning inland and cuts through Clallam
County, ending at La Push, on the Peninsula’s
Pacific Coast. The existing trail consists
of a combination of on-road segments and
separated trails, some of which are paved
some of which are not. The total length of
the trail covers 130 miles, over half of which
is on multi-use trails, the remainder are on a
combination of state and local roadways of
varying levels of traffic intensity.
For more than 30 years the Peninsula
Trails Coalition (PTC) has advocated
for the Olympic Discovery Trail through
its stakeholder, membership and public
engagement, political activity, its leadership
in route-finding and problem-solving and its
volunteer activities related to maintenance.
The PTC’s multi-use trail design criteria are
consistent with best practices for similar
trails.
The eastern portal of the Olympic Discovery
Trail begins at the Port of Port Townsend and
extends 7.3 miles on an unpaved separated
pathway called the Larry Scott Trail, to a
trailhead at Four Corners. The remaining
20 miles of the eastern section are currently
on a short segment of multi-use trail on the
west shore of Discovery Bay and paved roads
including State Routes 20 and 101.
The Olympic Discovery Trail - Eaglemount
(ODT-E) would provide an alternative to
7 miles of state highway, providing an
accessible, paved, non-motorized, multi-use
trail connecting the Larry Scott Trail, at its
current terminus in Four Corners to Old
Gardiner Road East Discovery Bay.
The ODT-E will be a multi-use trail, meaning
that it will be serving pedestrians, bicyclists
and equestrians as well as those using
mobility assistive devices. It will not be open
to use by motorized vehicles.
The trail is recommended to pass through
Anderson Lake State Park, along county
roads, and along State Route- 101 near the
southern end of Discovery Bay. There are cut
and fill slopes throughout the corridor. Trail
construction is anticipated to be completed
in phases and should follow the design
guidelines provided in this document.
1.2 DOCUMENT PURPOSE
The Olympic Discovery Trail - Eaglemount
Design Guidelines is intended to assist
Jefferson County in the design of a multi-use
trail. This document will serve as a guide
to help planners, designers, and engineers
select appropriate facilities or treatments
given the project context for the proposed
multi-use trail. The guidelines build upon
national, state and local best practices for
bicycle, pedestrian, equestrian, and multi-use
trails, and apply them to the local context.
The Olympic Discovery Trail - Eaglemount
Design Guidelines support the goals and
recommendations described in the Jefferson
County Non-Motorized Transportation and
Recreation Plan. In particular, the Design
Guidelines support and are consistent with
Jefferson County’s trail vision: “Promote
coordinated and safe bicycle, equestrian, and
pedestrian way improvements...emphasizing
access to schools, parks, employment, major
activity service centers, and mass transit
facilities opportunities to provide links
between existing trails during land use
and transportation system development
planning.”
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1.3 DESIGN GUIDANCE
National Guidance
Federal Highway Administration’s (FHWA)
Manual on Uniform Traffic Control Devices
(MUTCD)
https://mutcd.fhwa.dot.gov/
The MUTCD defines the standards used
by road managers nationwide to install and
maintain traffic control devices on public
streets, highways, bikeways, and private
roads open to public traffic. The MUTCD
is the primary source for guidance on lane
striping requirements, signal warrants,
and recommended signage and pavement
markings.
To further clarify the MUTCD standards,
the FHWA created a table of contemporary
bicycle facilities that lists various bicycle
related signs, markings, signals, and other
treatments and identifies their official
status (e.g., can be implemented, currently
experimental). See Bicycle Facilities and the
Manual on Uniform Traffic Control Devices.
Bikeway treatments not explicitly covered by
the MUTCD are often subject to experiments,
interpretations and official rulings by the
FHWA. The MUTCD Official Rulings is a
resource that allows website visitors to obtain
information about these supplementary
materials. Copies of various documents (such
as incoming request letters, response letters
from the FHWA, progress reports, and final
reports) are available on this website.
American Association of State Highway
and Transportation Officials (AASHTO)
Guide for the Development of Bicycle
Facilities
The AASHTO Guide for the Development
of Bicycle Facilities, updated in June 2012,
provides guidance on dimensions, use,
and layout of specific bicycle facilities. The
standards and guidelines presented by
AASHTO provide basic design information,
such as minimum multi-use trail widths,
bicycle lane dimensions, geometric
design, detailed striping requirements
and recommended signage and pavement
markings.
AASHTO Guide for the Planning, Design,
and Operation of Pedestrian Facilities
http://www.wsdot.wa.gov/travel/commute-
choices/walk/designing
The 2004 AASHTO Guide for the Planning,
Design and Operation of Pedestrian Facilities
provides comprehensive guidance on
planning and design for people on foot.
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National Association of City
Transportation Officials’ (NACTO) 2012
Urban Bikeway Design Guide
https://nacto.org/publication/urban-
bikeway-design-guide/
The NACTO Urban Bikeway Design Guide
is the newest publication of nationally
recognized bikeway design, and offers
guidance on current state-of-the-practice
designs. The NACTO Urban Bikeway Design
Guide is based on current practices in the
best cycling cities in the world. The intent
of the guide is to offer substantive guidance
for cities seeking to improve bicycle
transportation in places where competing
demands for the use of the right of way
present unique challenges. All of the NACTO
Urban Bikeway Design Guide treatments
are in use internationally and in many cities
around the US.
US Department of Transportation
(USDOT) Small Town and Rural Multi-
modal Networks (STAR) Guide
https://www.fhwa.dot.gov/environment/
bicycle_pedestrian/publications/small_
towns/
The STAR Guide translates existing street
design guidance and facility types for bicycle
and pedestrian safety and comfort for the
smaller scale places not addressed in guides
such as the NACTO Street Design Guide and
ITE Walkable Urban Thoroughfares report.
The guide provides clear examples of how
to interpret and apply design flexibility to
improve bicycling and walking conditions.
The stated goals of the STAR guide include
“to provide a bridge between existing
guidance on bicycle and pedestrian design
and rural practice, encouraging innovation
in the development of safe and appealing
networks for bicycling and walking in
small towns and rural areas, and to provide
examples of peer communities and project
implementation that is appropriate for rural
communities.”
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The Recreational Trails Program of the
Federal Highway Administration, U.S.
Department of Transportation. (FHWA)
Equestrian Design Guidebook for Trails,
Trailheads, and Campgrounds, 2007.
https://www.fhwa.dot.gov/environment/
recreational_trails/publications/fs_
publications/07232816/
The Equestrian Design Guidebook provides
guidance for construction of trails and
associated facilities with specific treatments
for use by equestrians.
2010 Americans with Disabilities Act
(ADA) Standards for Accessible Design
https://www.ada.gov/2010ADAstandards_
index.htm
The 2010 ADA Standards contain guidance
for the construction of accessible facilities.
This includes requirements for sidewalk curb
ramps, slopes, and pedestrian railings along
stairs.
Some of these treatments are not directly
referenced in the current versions of the
AASHTO Guide or the MUTCD, although
many elements of the treatments are found
within these documents. In all cases,
engineering judgment is recommended to
match the application to the context of each
treatment. Meeting the requirements of the
ADA is an important part of any bicycle and
pedestrian facility project.
Public Rights-of-Way Accessibility
Guidelines (PROWAG)
https://www.access-board.gov/guidelines-
and-standards/streets-sidewalks/public-
rights-of-way/proposed-rights-of-way-
guidelines
The U.S. Access Board’s proposed Public
Rights-of-Way Accessibility Guidelines
(PROWAG) also provides guidance on
accessible design for public outdoor facilities.
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State Guidelines
Washington State Department of
Transportation (WSDOT) Design Manual
http://www.wsdot.wa.gov/Publications/
Manuals/M22-01.htm
The WSDOT Design Manual provides
policies, procedures, and methods
for developing transportation design
improvements in Washington. The manual
was primarily developed for state facilities
and may not be appropriate for all county
or city roads (WSDOT Design Manual).
Division 15, Chapter 1515, of the manual
details design standards for bicycle and
pedestrian facilities, with a specific emphasis
on multi-use trails. The Design Manual has
been adopted by WSDOT as an equivalent
resource to the AASHTO guidelines for
designing both bicycle facilities and multi-
use trails.
Local Guidelines
The Peninsula Trails Coalition Design
Guidelines, Approved September 2013.
Since its founding in 1988, the PTC
has advocated for a fully functioning,
demonstrably safe, multi-modal, bi-
directional, non-motorized Olympic
Discovery Trail (ODT), extending from Port
Townsend west to La Push. The guidelines
created in 2013 outline the features that
should be apart of any trail segment of the
ODT. These include adhering to AASHTO
guidelines for shared use pathways and
standards set forth by the Americans with
Disabilities Act (ADA) Access Board. In
addition typical dimensions for the trail are
identified.
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USER
GUIDELINES
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2.1 USER-BASED DESIGN
People Riding Bicycles
It is important to consider bicyclists of all
skill levels when creating a non-motorized
plan or project. A detailed understanding of
the U.S. population as a whole is illustrated in
Figure 1. Developed by planners in Portland,
Oregon and supported by data collected
nationally since 2005, this classification
provides the following alternative categories
to address varying attitudes towards
bicycling in the US:
Strong and Fearless (approximately 1% of
population) – Characterized by bicyclists
that will typically ride anywhere regardless
of roadway conditions or weather. These
bicyclists can ride faster than other user
types, prefer direct routes and will typically
choose roadway connections — even if shared
with vehicles — over separate bicycle facilities
such as multi-use trails.
Enthused and Confident (7% of population)
–This user group encompasses bicyclists
who are fairly comfortable riding on all types
of bikeways but usually choose low traffic
streets or multi-use trails when available.
These bicyclists may deviate from a more
direct route in favor of a preferred facility
type.
Interested but Concerned (approximately
60% of population) – This user type
comprises the bulk of the cycling population
and represents bicyclists who typically only
ride a bicycle on low traffic streets or multi-
use trails under favorable weather conditions.
These bicyclists perceive significant barriers
to their increased use of cycling, specifically
traffic and other safety issues.
No Way, No How (approximately 33% of
population) – Persons in this category are
not bicyclists, are disinterested in cycling
or physically unable to ride a bicycle. Some
may perceive severe safety issues with riding
in traffic. Some people in this group may
eventually become more regular cyclists with
time and education. A significant portion of
these people will not ride a bicycle under any
circumstances.
<1%
7%
60%
33%No Way, No How
Interested but
Concerned
Enthused and
Condent
Strong and Fearless
Figure 1: Typical distribution of bicyclist types (Roger Geller, Portland Office of Transportation,
2009).
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Similar to motor vehicles, bicyclists and
their bicycles exist in a variety of sizes and
configurations. These variations occur in
the types of vehicle (such as a conventional
bicycle, a recumbent bicycle or a tricycle),
and behavioral characteristics (such as the
comfort level of the bicyclist). The design of a
bikeway should consider reasonably expected
bicycle types on the facility and utilize the
appropriate dimensions.
Figure 2 illustrates the operating space
and physical dimensions of a typical adult
bicyclist, which are the basis for typical
facility design. Bicyclists require clear space
to operate within a facility. This is why the
minimum operating width is greater than the
physical dimensions of a person on a bicycle.
Bicyclists prefer 5 feet or more operating
width, although 4 feet may be minimally
acceptable. Table 1 summarizes the typical
dimensions of an upright adult bicyclist.
In addition to the design dimensions of
a typical bicycle, there are many other
commonly used pedal-driven cycles and
accessories to consider when planning
and designing bicycle facilities. The most
common types include tandem bicycles,
recumbent bicycles, and trailer accessories.
Figure 3 summarizes the typical dimensions
for bicycle types.
The expected speed that different types
of bicyclists can maintain under various
conditions also influences the design of
facilities such as multi-use trails. Table 2
provides typical bicyclist speeds for a variety
of conditions.
The growing use of electric-assist cycles
also contributes to a higher average speed of
traffic on multi-use trails.
As a recreational and social activity, cycling
on multi-use trails has seen a growing desire
for people to be able to ride next to each
other, while passing pedestrians who are
walking next to each other. The minimum
trail width that accommodates this is 12 feet,
with a preferred width of 14 feet.Physical Operating Width
2’6” (0.75 m)
Minimum Operating Width
4’ (1.2 m)
Preferred Operating Width
5’ (1.5 m)
Vertical Operating Envelope 8’4” (2.5 m)
Eye Level
5’ (1.5 m)
Handlebar Height
3’-3’8” (0.9-1.1 m)
Figure 2: Typical bicycle operating widths.
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Figure 3: Typical dimensions for common bicycle types.
Table 2: Bicycle design speed expectations.Table 1: Upright adult bicyclist - typical
dimensions.
*Tandem bicycles and bicyclists with trailers have typical
speeds equal to or less than upright adult bicyclists.
Standard Bicycle
Tandem Bicycle
Bicycle + Child Trailer
Cargo Bicycle
Recumbent Bicycle
Trailer Bike
Feature
Typical
Dimensions
Physical width 2 ft 6 in
Operating width (Minimum) 4 ft.
Operating width (Preferred) 5 ft.
Physical length 5 ft 10 in
Physical height of handlebars 3 ft 8 in
Operating height 8 ft 4 in
Eye height
Vertical clearance to obstructions
(tunnel height, lighting etc.)
Approximate center of gravity
5 ft
10 ft
2 ft 9 in = 3 ft 4 in
Bicycle
Type Feature
Typical
Speed
Upright Adult
Bicyclist
Paved level surfacing
Crossing intersection
Downhill
Uphill
8-15 mph
10 mph
20-30 mph
5-12 mph
Recumbent
Bicyclist
Paved level surfacing 11-18 mph
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People Walking
Pedestrians have a variety of characteristics
and the transportation network should
accommodate a variety of needs, abilities,
and special needs. Age is one major
factor that affects pedestrians’ physical
characteristics, walking speed, and
environmental perception. Children have
low eye height, walk at slower speeds than
adults, and have slow reaction times and
sometimes unpredictable lines of travel. They
also perceive the environment differently at
various stages of their cognitive development,
including difficulty with speed perception.
Older adults walk more slowly and may
require assistive devices for walking stability,
sight, and hearing. Table 3 summarizes
common pedestrian characteristics for
various age groups and Figure 4 indicates
recommended widths for multi-use trails from
a pedestrian perspective.
The MUTCD recommends a normal
walking speed of 3.5 feet per second when
calculating the pedestrian clearance interval
at traffic signals. The walking speed can
drop to 3 feet per second for areas with
older populations and persons with mobility
impairments. While the type and degree of
mobility impairment varies greatly across the
population, the transportation system should
accommodate these users to the greatest
reasonable extent. Demographic data and
population trends can be gathered on the
county and sub-county levels using a number
of public resources, including the U.S. Census
Bureau’s American Community Survey.
Eye Level
4’6” - 5’10”
(1.3 m - 1.7 m)
Shoulders
1’10” (0.5 m)
Walking
2’6” (0.75 m)
Preferred Operating Space
5’ (1.5 m)
Table 3: Pedestrian characteristics by age.
Figure 4: Pedestrian recommended trail widths.
Age Characteristics
0-4 Learning to walk
Requires constant adult supervision
Developing peripheral vision and depth perception.
5-8 Increasing independence, but still requires supervision
Poor depth perception
9-13 Susceptible to “dart out” intersection dash
Poor judgment
Sense of invulnerability
14-18 Improved awareness of traffic environment
Poor judgment
19-40 Active, fully aware of traffic environment
41-65 Slowing of reflexes
65+Difficulty crossing street
Vision loss
Difficulty hearing vehicles approaching from behind
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Minimum Operating Width
3’ (0.9 m)
Minimum to Make a 180 Degree Turn
5’ (1.5 m)
Eye Level
3’8” (1.1 m)
Physical Width
2’2” (0.7 m)
Physical Width
2’2” (0.7 m)
Manual Wheelchair Power Wheelchair
Minimum Operating Width
3’ (0.9 m)
Minimum to Make a 180 Degree Turn
5’ (1.5 m)
People Using Assistive Devices
As the American population ages, the
number of people using mobility assistive
devices (such as manual and powered
wheelchairs) increases.
Manual wheelchairs are self-propelled
devices. Users propel themselves using push
rims attached to the rear wheels. Braking is
done through resisting wheel movement with
the hands or arm. Alternatively, a second
individual can control the wheelchair using
handles attached to the back of the chair.
Power wheelchairs use battery power to
move the wheelchair. The size and weight
of power wheelchairs limit their ability to
negotiate obstacles without a ramp. Various
control units are available that enable users
to control the wheelchair movement based
on their ability (e.g., joystick control, breath
controlled, etc.).
Maneuvering around a turn requires
additional space for wheelchair devices.
Providing adequate space for 180 degree
turns at appropriate locations is an important
element for accessible design.
Table 4: Wheelchair use
typical speed.
Table 5: Wheelchair user design considerations.
Figure 5: Assistive device use operating widths.
User
Typical
Speed
Manual Wheelchair
3.6 mph
Powered Wheelchair
6.8 mph
Effect on Mobility Design Solution
Difficulty propelling over uneven soft surfaces
Firm, stable surfaces and structures,
including ramps or beveled edges.
Cross-slopes cause wheelchairs to veer downhill.
Cross-slopes of less than two percent.
Require wider path of travel Sufficient width and maneuvering space.
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People Riding Horses
Equestrians and their mounts require specific
considerations, not only for their size but
also in consideration of the behavior of the
animals and a variety of age and experience
levels of riders, who may need additional
space to be able to control their mounts
should they become excited and move out
of their track. Horses and mules (generally
referred to as ‘stock’) prefer natural surfaces
to hard surfaces, which cause wear on their
joints but also can become hazardous and
slippery under their hooves.
For these reasons, it is typically preferable
to provide a separate natural surface trail
alignment to accommodate equestrians.
Stock typically require a shy distance
between the track edge and nearby objects or
dense vegetation of 2 feet to 3 feet and prefer
a distance of 6 feet with a vegetative buffer
between themselves and bicycle traffic of
moderate volume and speed.
A minimum 2 foot buffer is preferable where
equestrian trails must be adjacent to multi-
use trails.
Figure 6: Equestrian recommended trail widths.
Tread
18” (.46 m)
Width
4’(1.22 M)
Shy Distance
2’-3’
Shy Distance
2’-3’
Height
7’-8’
(2-2.4 m)
Clearance
10’ -12‘
(3- 3.7 m)
Preferred Operating Space
6’ to 10’ (1.8-3 m)
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2.2 ACCESSIBILITY
General guidelines have been created in response to the Americans for Disabilities Act (ADA)
for accessible trails.
Guidance
• Trail surface: hard surface such as asphalt, concrete, wood, compacted gravel.
• Trail gradient: less than 5% maximum without landings.
• Trail cross slope: 2% maximum.
• Passage width: 5 feet minimum.
• Detectable pavement changes at curb ramp approaches should be placed at the end of
ramps before entering roadways.
• Crosswalks should incorporate appropriate non-slip materials where striping is used to avoid
slipping on slick surfaces.
• Desired height for pedestrian actuated push buttons is 42 inches. The minimum height is 15
inches and maximum height 48 inches (2014 WSDOT Chapter 1510).
• Trailhead signage should provide accessibility information, such as trail gradient/profile,
distances, tread conditions, location of water facilities, and rest stops.
• At trailheads, parking areas should meet ADA parking requirements.
• Locate seating and rest areas at regular intervals along the trail.
Materials, Maintenance, and Safety
The trail surface should be solid, free of obstacles and tripping hazards. Trail edge vegetation,
screening, and signage should be maintained and located so as not to present obstacles for
visually impaired trail users.
Discussion
Steeper grades call for landings at regular intervals. Tactile queues and audible push-button
indicators at crossings provide visually impaired trail users with a safer, more comfortable
experience. Trail amenities, drinking fountains and pedestrian-actuated push buttons should be
placed no higher than four feet off the ground.
Constructing multi-use trails may have limitations that make meeting Americans for
Disabilities Act (ADA) guidelines difficult and sometimes prohibitive. Prohibitive impacts
include harm to significant cultural or natural resources; a significant change in the intended
purpose of the trail; requirements of construction methods that are against federal, state, or
local regulations; or terrain characteristics that prevent compliance.
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TRAIL DESIGN
Image source: Alta Planning + Design
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3.1 TRAIL DESIGN WITH EQUESTRIANS
Multi-use trails provide a desirable facility, particularly for recreation and users of all skill levels
preferring separation from traffic. The following guidance provides general and typical design
recommendations for trails with equestrians.
The Jefferson County Non-motorized Transportation and Recreational Trails Plan recommends
that the County use either the AASHTO Guidelines for Development of Bicycle Facilities or the
WSDOT Design Manual Chapter 1515 and 1520 for multi-use trail design guidelines.
Guidelines that describe equestrian facilities include the Equestrian Design Guidebook for
Trails, Trailheads, and Campgrounds, published by the Recreational Trails Program of the
Federal Highway Administration, U.S. Department of Transportation, 2007.SoftSurface/EquestrianShoulderShoulder12’ (10’ min.) 2’2’6’ (4’ min.)Multi-useTrailFigure 7: Typical multi-use trail with equestrian section.
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Guidance:
Width of Paved Tread
• 12 feet, excluding shoulders, is recommended in most situations along the trail. (2014
WSDOT Chapter 1515; AASHTO 2012)
• A minimum with for the trail with an equestrian/running surface is 16 feet with a 10 foot
hardened trail surface, 4 foot packed gravel equestrian/running surface, and 2 foot gravel
shoulder on the side of the trail opposite of the 4 foot gravel surface (The Peninsula Trails
Coalition Design Guidelines 2013).
• When 12 feet is not achievable, 10 feet, excluding shoulders, is the minimum in most
situations and will only be adequate for light to moderate use.
• Exceptions to this minimum exist when there is a physical constraint, short trail distance, or
low use. A width of 8 feet is the absolute minimum trail width in these rare circumstances.
(2014 WSDOT Chapter 1515)
Lateral Clearance
• A 2 foot or greater shoulder on both sides of the trail should be provided. The installation
of signage or other furnishings should be located at least 2 feet beyond the 2 foot shoulder.
(2014 WSDOT Chapter 1515; MUTCD 2009)
Overhead Clearance
Clearance to overhead obstructions should be 12 feet recommended. (2014 WSDOT Chapter
1515; MUTCD 2009)
Materials, Maintenance, and Safety
Due to strain on the animals’ joints and lack of traction, paved surfaces are not recommended
for equestrian use. Compacted natural surface trails are the most preferred surface type for
equestrian use. Some types of compacted gravel are also suitable.
The hardened surface of the trail can be a variety of surfaces, such as concrete, asphalt, or chip-
sealed gravel. The key feature is that the surface should support all typical wheeled devices and
all uses without mud, sinking, or slipping (The Peninsula Trails Coalition Design Guidelines
2013).
Vegetation should be trimmed to permit a vertical clearance of 12 feet and 2 feet on either side
of trail should be maintained free of heavy shrubbery or fallen trees to allow for appropriate
clearance.
Stream crossings should be appropriately stabilized to withstand equestrian traffic
without eroding and sedimentation as well as maintain adequate traction. Refer to current
environmental standards for crossings in other sensitive areas.
Horses can walk on boardwalk surfaces, however consideration for animal and rider’s safety
should be considered carefully when considering boardwalks for portions of equestrian trails
and generally additional traction is recommended.
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3.2 TRAIL EDGE & SEPARATION
Vegetation, topography, ditches, fencing, railings, or walls may be used to clearly mark trail
edges. Such features serve multiple purposes, including:
• Providing visual separation/privacy screens
• Delineating public space from properties adjacent to the trail
• Discouraging the development of informal access trails
• Separating users from hazardous drop-offs or land uses
• Providing drainage and erosion control to maintain a stable walkway and trail surface
Figure 9: Example of trail separation using vegetation.
Trail Separation
drainage swale (when needed)
8.5’ minimum
low maintenance shrub (max. 3 feet high)
15’ preferred minimum
Guidance
• Select landscaping material (e.g. vegetation with thorns) approximately 3 feet tall should be
used when vegetation is used to create separation between adjacent land uses and a multi-
use trail.
• For physical separation aimed at preventing trespassing or guarding against hazardous
slopes, consider the use of topography, ditches, semi-transparent fencing or railings, and
hostile vegetation.
• If drop-off is greater than 2 feet 6 inches then a pedestrian rail is needed (WSDOT Design
Manual Chapter 1515).
• Railings on bridges, boardwalks, and at the edges of steep drop-offs of more than 30 inches,
should be at least 42 inches above the surface.
• Fences and railings adjacent to equestrian passages should stand between 48 inches and
54 inches maximum and have a 4 inch strip of white reflective vinyl fence tape along the
top rail, especially if wire fencing is used where visibility may be reduced and/or the fence
is separating the trail from traffic. This will help the fences to be visible to horses during
twilight hours.
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Materials, Maintenance, and Safety
Use native plant species to reduce maintenance costs and enhance local identity and avoid
invasive species such as blackberries and scotch broom. Follow Crime Prevention Through
Environmental Design (CPTED) principles to address safety concerns. See Chapter 3.7 CPTED
for additional information.
Discussion
Wildlife passage and safety for trail users are important factors in determining appropriate trail
edge treatments. Although the public often perceives fencing as a means of providing safety by
prevention of unwanted access, fencing that blocks visual access can have the opposite effect
by impairing informal trail surveillance.
3.3 CROSS SECTIONS WITH STEEP SLOPES
Multi-use path cross sections where there are significant cross slopes may or may not require
retaining walls. When needed, retaining walls can be used either on the uphill or downhill slope
(see Figures 10 & 11, next page ) to minimize site disturbance and/or reduce impact to areas
with sensitive habitat and mature trees.
Guidance
• Trail width is at least 14 feet including shoulders and 15 feet where equestrian trail is
alongside paved trail.
• Provide 6 foot setback from retaining wall to property line. This will allow for the
construction of walls without impacting adjacent properties (Coordinate with civil,
structural and geotechnical engineers).
• Match existing grade at property line.
• Side slopes should be 2H:1V or flatter.
• For paved surfaces, a 2% cross slope will resolve most drainage issues on a paved trail and
should be used for both the trail and its shoulders. A maximum 1:6 slope may be used for the
shoulders although 2% is preferred. For sections of cut where uphill water is collected in a
ditch, water should be directed under the trail in a drainage pipe of suitable dimensions.
Materials
When wall design criteria allows, use rockeries for retaining walls to reduce costs. Use locally
sourced boulders to reduce environmental impact of constructing retaining walls. Plant the
base of rockeries with native plants to soften the visual impact of walls.
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1’ 12’ (10’ min.) 4’
4’ 1’ 12’ (10’ min.) 4’
4’
01 5 2010Feet
drainage when
steep slope exists
downhill
<2%
2:1 max slope
2:1 max slope
gabion/gridblock
6% batter
2:1 max slope
drainage
2:1 max slope
drainage
optional
<2%
1’ 12’ (10’ min.) 4’
4’ 1’ 12’ (10’ min.) 4’
4’
01 5 2010Feet
drainage when
steep slope exists
downhill
<2%
2:1 max slope
2:1 max slope
gabion/gridblock
6% batter
2:1 max slope
drainage
2:1 max slope
drainage
optional
<2%
Figure 10: Trail section with cut and fill profile for stabilized slope.
Maximum slope condition without retaining structure.
Slope condition with retaining structure.
Figure 11: Trail section with gabion retaining wall, showing cut and fill profile.
Note: Retaining walls could be on the downside slope which would require a railing.
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3.4 VEGETATIVE SCREENING
Landscape features, including trees and shrubs along trails, can enhance the visual
environment and improve the trail user experience. Trees and shrubs can also shade users
from sun and shelter users from rain. When possible, landscaping is the first choice for creating
separation between the trail and adjacent properties. Vegetative buffers create a natural privacy
screen, provide habitat for wildlife, and stabilize erodible soils. Select landscaping material
(e.g. vegetation with thorns) can deter unwanted access or exit points, entrapment areas, and
undesired off-trail routes.
Safety and personal security is a concern for many trail users that should be considered in
the selection and placement of landscape features including planting. Blocking visibility at
intersections and creating hiding places are key design concerns to be avoided or mitigated.
Guidance
• When using shrubs for screening from adjacent properties, use plants that are not dense and
allow light to pass through (Figure 12).
• Groundcover and shrubs should be trimmed to a maximum of 3 feet above ground level
height.
• Trees should be trimmed to provide a minimum of 8 feet of vertical clearance over the trail
and shoulder.
• Tree canopies should not obstruct trail illumination.
• Select and place trail vegetation to provide seasonal comfort: shade in the warmer months
and sunlight in colder months.
slope varies
15’ preferred
minimum
shrub height
varies
Screening (transparency)
2’
shoulder
50’ ROW
property line
drainage swale
(when needed)
Figure 12: Vegetative screening with attention to transparency.
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15’ preferred
minimum
Screening (sightlines)
2’
shoulder
50’ ROW
property line
slope varies
drainage swale
(when needed)
Figure 13: Vegetative screening with attention to site lines.
Materials, Maintenance, and Safety
Use native plant species and plants appropriate to the Pacific Northwest that are already
adapted to the local soil and climate. Keep the vegetation buffer maintained so that it does not
impede views or interfere with trail circulation.
Discussion
Select plant species based on the desired effect or function along trail segments. For example,
consider the use of plant species that assist with stormwater management along trail edges.
In some situations, vegetative buffers alone may not create the desired degree of separation.
Where separation is desired to protect users from adjacent roadways, steep slopes, or wetlands
consider additional treatments.
Consider plants that have some transparency rather than those that block views for safety
reasons.
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3.5 ACCESS CONTROL
Access control on multi-use trails may take many different forms, but all serve to deter motor
vehicle access onto the trail. Access control devices should be located far enough off any
roadway so that maintenance or emergency vehicles can safely pull off the roadway while
gaining access through the device. Access control should be prioritized according to the
following: first, raised crosswalks should be used when appropriate; second, use vertical curb
cuts in all other locations; and third bollards may be considered when there is a demonstrated
problem with motor vehicles accessing the trail (every effort should be made to minimize using
bollards along the trail because they present a collision hazard).
Vertical Curb Cuts
Curb cut design and signage are appropriate methods used to reduce the likelihood of motor
vehicle access on multi-use trails (Figure 14). Vertical curb cut design with pavement markings
or splitting the trail into smaller directional lanes divided by a median is a preferred access
control method for the Olympic Discovery Trail - Eaglemount.
Guidance
• Use vertical curb cuts for access control when raised crosswalks are not used
• “No Motor Vehicles” signage (MUTCD R5-3) may be used to reinforce access rules (see
Figure 31).
• At intersections, split the trail tread into two sections separated by a 4 inch tall and 3 foot
wide concrete curb or painted diagonal stripes
• Vertical curb cuts should be used to discourage motor vehicle access.
• Consider targeted surveillance and enforcement at specific intrusion locations.
Figure 14: Vertical Curb Cut
12’ (10’ min)
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Bollards
AASHTO states that bollards should not be considered the default solution to potential
motor vehicle access problems as they are often ineffective at preventing access, and they
create safety hazards to all trail users. Bollard should only be used to retrofit when there is a
demonstrated problem with continued motor vehicle access, and other techniques and devices
have proven ineffective.
Guidance
• Bollards should not be used in the traveled way.
• Locate bollards beyond the edge of the paved surface on either side.
• Bollards should be permanently reflectorized for nighttime and “brightly colored” for
daytime use.
• Include standard striping per MUTCD.
“Bollards are often ineffective at preventing access, and
they create safety hazards to legitimate trail users.”
-AASHTO
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3.6 SPUR TRAILS
Neighborhood accessways provide residential areas with direct bicycle and pedestrian access
to parks, trails, green spaces, and other recreational areas. They most often serve as small trail
connections to and from the larger trail network, typically having their own rights-of-way and
easements. Additionally, these trails can be used to provide bicycle and pedestrian connections
between dead-end streets, cul-de-sacs, and access to nearby destinations not provided by the
street network.
Guidance
• Neighborhood accessways should remain open to the public.
• Trail pavement shall be at least 10 feet wide with a 2 foot shoulder, the same minimum width
as the Olympic Discovery Trail, in order to accommodate emergency and maintenance
vehicles, meet ADA requirements and be considered suitable for multi-use.
• Trail widths should be designed to be less than 10 feet wide only when there is a physical
constraint, short trail distance, or low use.
• The site line triangle at the junction of spur trails and the Olympic Discovery Trail should
remain clear for safety reasons.
Discussion
Neighborhood accessways should be designed into parks, recreation areas, new subdivisions
at every opportunity and should be required by city/county when new development occurs. An
example of a possible spur trail for the Olympic Discovery Trail - Eaglemount would be a trail
connection to Gibb’s Lake.
3.7 CRIME PREVENTION THROUGH ENVIRONMENTAL DESIGN
Personal safety, both real and perceived, heavily influences a trail user’s decision to use a
facility and a community’s decision to embrace the trail system. Proper design must address
both the perceived safety issues (i.e., feeling safe or fear of crime) and actual safety threats (i.e.,
infrastructure failure and criminal acts). Crime Prevention through Environmental Design
(CPTED) is a proactive approach to deterring undesired behavior in neighborhoods and
communities. When all spaces have a defined use and the use is clearly legible in the landscape,
it is easier to identify undesired behavior.
Apply CPTED guidelines to multi-use trail facilities, management features, and amenities when
appropriate.
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Guidance
• If fencing is installed along the trail, it should not obstruct the view of trail users.
• If fencing is installed for long stretches, intermittent openings should be located to allow
users to enter and exit the trail. Access points to the trail should be at locations with good
visibility from the surrounding neighbors.
• Trail signage should include the contact number to report graffiti, suspicious behavior, and
maintenance issues (e.g., “Immediately report any observed graffiti to 911”).
• All groundcover and shrubs along multi-use trails should be trimmed to a maximum height
of 3 feet above ground level.
• Trees should be limbed-up to provide a minimum of 8 feet of vertical clearance over the trail
and 12 feet of clearance over equestrian trails.
• Tree canopies should not obstruct pathway illumination.
• Hostile native landscaping material (e.g. vegetation with thorns) can be used in strategic
areas to discourage unauthorized use and eliminate entrapment areas.
• Add anti-graffiti application to retaining walls, where appropriate.
• Trail alignments and maintenance strategies should maintain clear visibility and line of site
to avoid situations such as blind corners.
• Where possible lighting should be added at trailheads.
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ROADWAYS &
STRUCTURES
Image source: Alta Planning + Design
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4.1 TRAIL-ROADWAY CROSSINGS
At-grade roadway crossings can create potential conflicts between trail users and motorists.
However, well-designed crossings can mitigate many operational issues and provide a higher
degree of safety and comfort for trail users. At grade crossings between trails and roadways
can be complex because it requires thinking about all types of users who pass through the
intersection: motorists, bicyclists, equestrians, and pedestrians. The multi-user trail design
should minimize new at-grade crossings wherever possible. In most cases, at-grade trail
crossings can be properly designed to provide a reasonable degree of safety and can meet
existing traffic and safety standards.
Consideration must be given to adequate warning distance based on vehicle speeds and line
of sight, with the visibility of any signs absolutely critical. Directing the active attention of
motorists to roadway signs may require additional alerting devices such as a flashing beacon,
roadway striping or changes in pavement texture. Signing for trail users may include a standard
“STOP” or “YIELD” sign, and pavement markings, possibly combined with other features
such as a bend in the trail to slow bicyclists. Care must be taken not to place too many signs at
crossings lest they begin to lose their visual impact.
Jefferson County should refer to the WSDOT Design Manual, AASHTO, and MUTCD for trail
design recommendations for roadway crossings. However, a few important pieces to keep in
mind are:
• In order to determine the need and what kind of traffic control devices that are to be
used at all trail/roadway intersections, the County should use the MUTCD warrants and
engineering judgment in consultation with Jefferson County Public Works.
• Bicycles are vehicles in Washington State and bicycle traffic on the trail can be classified as
vehicular traffic for the MUTCD warrants.
• Right-of-way should be assigned appropriately.
• Jefferson County should avoid designing trees and landscaping that would at all obscure
views within the stopping sight distance for bikes and for motor vehicles.
Guidance
• The trail has the right-of-way at all private driveway crossings and low volume residential
(i.e., vehicles stop for trail users).
• The trail users stop at arterial and highway crossings and roadways with restricted sight-
lines.
• Provide four-way stop at low volume arterials
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Typical conditions
Figure 15: Typical trail intersection with spur trail
12’ (10‘min) - paved trail 12’ (10‘min) - paved trail2’ gravel shoulder
6’ (4‘ min) - unpaved equestrian trail
Spur trail
15’15’
25’Sight line clear zoneSi
g
h
t
l
i
n
e
c
l
e
a
r
z
o
n
e
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Figure 16: Typical multi-use trail crossing road at non-signalized intersection.
6’ (4‘ mi
n) -
u
n
p
a
v
e
d
e
q
u
e
st
ri
a
n t
r
ail
6’ (
4
‘
m
i
n
)
-
u
n
p
a
v
e
d
e
q
u
e
s
t
r
i
a
n
t
r
a
i
l
12’ (10‘
mi
n) -
p
a
v
e
d t
r
ail
12’ (
1
0
‘
m
i
n
)
-
p
a
v
e
d
t
r
a
i
l
2’ gravel
shoulder
Stop (R1-1)
** The distance between the specific crossing point
and advance Bicycle/Pedestrian sign should be
determined in accordance to Table 2C-4 - Placement
of Warning Signs (MUTCD 9B.18)
Trail X-ing Ahead (W11-15**, W11-15P, W16-9P)
No Motor
Vehicles (R5-3)
No Motor
Vehicles (R5-3)
Trail X-ing here
(W11-15, W11-15P, W16-7P)
Sign location per MUTCD
Trail X-ing here
(W11-15, W11-15P, W16-7P)
Sign location per MUTCD
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Figure 17: Typical mid-block crossing.
No Motor Vehicles (R5-3)
Rectangular Rapid Flashing Beacon
No Motor Vehicles (R5-3)
Road
Trail X-ing Ahead (W11-15, W11-15P, W16-9P)**
Trail X-ing Ahead (W11-15, W11-15P, W16-9P)**
6’ (4‘ min) -
12’ (10‘ min) - paved trail
2’ gravel shoulder
unpaved equestrian trail
** The distance between the specific crossing point
and advance Bicycle/Pedestrian sign should be
determined in accordance to Table 2C-4 - Placement
of Warning Signs (MUTCD 9B.18)
Rectangular Rapid
Flashing Beacon
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4.2 ACTIVE WARNING BEACONS
Enhanced marked crossings are unsignalized crossings with additional treatments designed
to increase motor vehicle yielding compliance on rural, multi-lane or high volume roadways, in
addition to signing, these enhancements include trail user or sensor actuated warning beacons,
Rectangular Rapid Flash Beacons (RRFB), or in-roadway warning lights.
Guidance
• Warning beacons shall not be used at crosswalks controlled by YIELD signs, STOP signs, or
traffic control signals.
• Warning beacons shall initiate operation based on user actuation and shall cease operation
at a predetermined time after the user actuation or, with passive detection, after the user
clears the crosswalk.
• To provide access for mounted equestrians, a second activation button should be located at a
position between five and six feet above the ground. The button should also be set back from
the travel lanes 6 feet 6 inches to keep the animals’ heads out of traffic.
Figure 18: Examples of active warning beacons.
Image sources: (bottom left) https://lincoln.ne.gov/city/pworks/engine/traffic/rrfb/images/33rd-mopac1.jpg; (bottom right) http://1p40p3gwj70rhpc423s8rzjaz.
wpengine.netdna-cdn.com/wp-content/uploads/2015/08/sr-99-zig-zag-lines-21.jpg, (top) Alta Planning + Design.
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4.3 MEDIAN REFUGE ISLANDS
Median refuge islands are located at the mid-point of a marked crossing and help improve
bicycle and pedestrian safety by allowing bikes and pedestrians to cross one direction of traffic
at a time. Refuge islands minimize pedestrian exposure by shortening crossing distance and
increasing the number of available gaps for crossing.
Guidance
• Can be applied on any roadway with a left turn center lane or median that is at least 6 feet
wide.
• Appropriate at signalized or unsignalized crosswalks.
• The refuge island must be accessible, preferably with an at-grade passage through the island
rather than with ramps and landings.
• The island should be at least 6 feet wide between travel lanes (to accommodate bikes with
trailers and wheelchair users) and at least 20 feet long.
• On streets with speeds higher than 25 mph there should also be double centerline marking,
reflectors, and “KEEP RIGHT” signage.
Materials, Maintenance, and Safety
Locate markings out of wheel tread when possible to minimize wear and maintenance costs.
Signing and striping need to be maintained to help users understand any unfamiliar traffic
control. A second activation button can be installed for equestrians between 5 feet and 6 feet
above the trail surface.
Discussion
A study of the effectiveness of going from a no-beacon arrangement to a two-beacon RRFB
installation increased yielding by motorized vehicles from 18 percent to 81 percent. A four-
beacon arrangement raised compliance to 88 percent. Additional studies of long term
installations show little to no decrease in yielding behavior over time.
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Materials, Maintenance, and Safety
Refuge islands may collect road debris and may require some maintenance. Refuge islands
should be visible to snow plow crews and should be kept free of snow berms that block access.
Discussion
If a refuge island is landscaped, the landscaping should not compromise the visibility of
pedestrians crossing in the crosswalk. On multi-lane roadways, consider configuration with
active warning beacons for improved yielding compliance.
Figure 19: Example section with median refuge islands.
Cut through median islands are preferred over
curb ramps, to better accommodate bicyclists.
W11-15,
W16-7P
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4.4 ADVISORY BIKE LANES
Advisory shoulders create a usable area for bicyclists on a roadway that is otherwise too narrow
to accommodate one. The shoulder is delineated by pavement markings and optional pavement
color. Motorists may only enter the shoulder when no bicyclists are present and must overtake
these users with caution due to potential oncoming traffic and cyclist safety.
Guidance
• The preferred width of the advisory shoulder space is six feet. Absolute minimum width is
four feet when no curb and gutter is present.
• Preferred two-way center travel lane width is 13.5 to 16 feet although may function with
widths of 10 to 18 feet.
Discussion
Advisory shoulders are an emerging treatment in the US. While all required traffic control
device elements are included in the MUTCD in some capacity, the manual does not fully
address the particular combination of traffic control devices which make up the treatment.
It is recommended communities implement advisory shoulders within the experimentation
process established by the FHWA. The experimentation process has monitoring and reporting
requirements, but offers benefits to communities and agencies in the form of stronger liability
protection, FHWA technical support, and makes a positive contribution to the body of
knowledge regarding this facility type. The process involves writing a letter to the FHWA with
the details of the existing circumstances, a proposed plan, and answering questions that may
arise (Lessons Learned: Advisory Bike Lanes in North America, 9).e.
Figure 20: Two-way low volume road with advisory bicycle lanes.
6’ (4’ MI
N.)
6’ (4’ MI
N.)
13.5’ (1
6’
MI
N.)
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4.5 BRIDGES, OVERCROSSINGS, & BOARDWALKS
Trail bridges (also called, ‘bicycle/pedestrian bridges’ or ‘footbridges’) are most often used to
provide trail access over natural features such as wetlands and rivers, where a culvert is not an
option. The type and size of bridges can vary widely depending on the trail type and specific
site requirements. When determining a bridge design for multi-use trails, it is important to
consider emergency and maintenance vehicle access.
Bicycle/pedestrian overcrossings provide critical non-motorized system links by joining areas
separated by barriers such as major transportation corridors. In most cases, these structures are
built in response to user demand for safe crossings where they previously did not exist.
Guidance
Bridge
• The preferred clear width of the bridge deck is 16 feet.(Figure 23)
• Bridge deck height should match that of the trail surface to provide a smooth transition.
• A minimum vertical clearance of 12 feet is desirable for motor vehicle access.
• Protective railings, fences, or barriers on the bridge should be 48 inches high or greater and
42 inches high at minimum. Where equestrian users will be crossing the bridge, railings of
54 inches are recommended with a continuous 4 inch or wider white top rail.
• Maximum opening in the railing posts is not to exceed 4 inches
• It is recommended that a smooth railing or barrier be included between 36 and 44 inches to
minimize bicycle handlebars being caught in the railing.
• A trail bridge should support 6.25 tons if motor vehicle access is permitted.
• Where appropriate, a separate crossing for stock to ford shallower streams may be provided
along with the appropriate bank stabilization and safe footing to prevent erosion and
slippery or hazardous conditions.
Overcrossings
• The preferred width of overcrossings is 16 feet clear and 8 foot minimum width only when
constrained. If overcrossing has any scenic vistas, additional width should be provided to
allow for stopping. A separate 5 foot pedestrian area may be provided for facilities with high
bicycle and pedestrian use.
• The overcrossing should have a centerline stripe even if the rest of the trail does not have
one.
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Boardwalks
• Generally, boardwalks are used when traversing wetland areas or wet soils to protect
the surroundings from erosion. Boardwalks are to be constructed of solid wood or other
planking set on concrete footers. Though railings are not necessary on boardwalks, less than
30 inches high, a wooden kick plate will add security for users in wheelchairs.
Materials, Maintenance, and Safety
• High quality prefabricated bicycle and pedestrian bridges are available.
Discussion
Overcrossings for bicycles and pedestrians typically fall under the Americans with Disabilities
Act (ADA), which strictly limits ramp slopes to 5% (1:20) with landings at 400 foot intervals,
or 8.33% (1:12) with landings every 30 feet. Bridges have been included in the recommended
alignment over fish bearing streams and one long span over Moon Creek ravine.
Bridge/Trestle
12’2’
shoulder
2’
shoulder
42-48”
railing CBA
A = 36” bottom of rubber rail
B = 42-44” top of rubber rail
C = 42-48” top of railing
4” between posts
10’ vertical clearance
Figure 21: Bridge design considerations and dimensions.
16’
12’ min. vertical clearance
54”
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4.6 TUNNELS & UNDERCROSSINGS
Undercrossings can provide critical trail system links in areas separated by barriers such as
railroads and highway corridors. In most cases, these structures are built in response to user
demand for safe crossings where they previously did not exist. There are no minimum roadway
characteristics for considering grade separation.
The undercrossing should have a centerline stripe, even if the rest of the path does not have
one, to discourage passing movements. Safety is a major concern with undercrossings as path
users may be temporarily out of sight from public view and may experience poor visibility.
To mitigate safety concerns, an undercrossing should be designed to be spacious, well-lit,
equipped with emergency phones at each end and completely visible for its entire length from
end to end. Potential problems of undercrossings include conflicts with utilities, drainage, flood
control, and vandalism.
Guidance
• Undercrossings must be a minimum of 14 feet wide, and greater widths are preferred for
undercrossing lengths of over 60 feet.
• For maintenance vehicles, there must be a 10 foot minimum vertical clearance.
Figure 22: Trail undercrossingImage source: Alta Planning + Design
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TRAIL AMENITIES
Image source: Alta Planning
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5.1 PARKING AREA
Any successful multi-use trail will attract local residents and visitors to drive and park near the
trail for recreation and use. A feasibility study should be completed when assessing the need for
a parking area, and should include a full analysis of access to the trail from local communities,
along with a projection of future annual and peak day usage and modal split. If the analysis
reveals that a significant number of vehicles will be parking near the trail, then a trailhead
parking scheme should be developed.
Guidance
• Parking should be located at trailheads and be accompanied by additional amenities
including bicycle parking, restrooms, drinking fountains, and wayfinding signage.
• Locate parking areas on the same side of the road as the trail, eliminating the need for
people to cross the road.
• Equestrian users are best served by dedicated segments of trailhead parking suitable for
truck and trailer circulation, and should include water, toilets, wayfinding and trail etiquette
signing, hitching posts and horse-friendly fencing with gates.
• Parking lots should be made accessible according to the Americans with Disabilities Act
(ADA). Specific guidance regarding the number of accessible spaces, signage, striping, etc.
required can be found on the ADA website. Accessible access points from the parking lot to
the trailhead are also necessary.
Materials, Maintenance, and Safety
Parking lots should follow CPTED policies for safety. Wheel stops, where used, could be made
from local timber to create a more rustic aesthetic.
Figure 23: Example of multi-use trail parking lot configuration.
Source: FHWA Equestrian Design Guidebook
Designing Roads and Parking Areas
8
156
Figure 8–19—When user groups are separated, surface materials can match the needs of different groups. In this illustration, the equestrian parking area is surfaced with aggregate and the nonequestrian
parking area is paved.
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5.2 BICYCLE PARKING
Short-term bicycle parking is meant to accommodate visitors, customers, and others expected
to depart within two hours. It should have an approved standard rack, appropriate location and
placement, and weather protection. The Association for Pedestrian and Bicycle Professionals
(APBP) recommends selecting a bicycle rack that:
• Supports the bicycle in at least two places, preventing it from falling over.
• Allows locking of the frame and one or both wheels with a U-lock.
• Is securely anchored to the ground.
• Resists cutting, rusting and bending or deformation.
Guidance
• Close to destinations; 50 feet maximum distance from main building entrance.
• Minimum clear distance of 6 feet should be provided between the bicycle rack and the
property line.
• Should be highly visible from adjacent bicycle routes and pedestrian traffic.
• Locate racks in areas that cyclists are most likely to travel.
Materials, Maintenance, and Safety
Use of proper anchors will prevent vandalism and theft. Racks and anchors should be regularly
inspected for damage.
Discussion
Some types of bicycle racks may meet design criteria, but are discouraged. This includes
undulating “wave” racks, schoolyard “wheel bender” racks, and spiral racks.
Figure 24: Example of bicycle parking and dimensions.
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5.3 EQUESTRIAN PARKING
Equestrian parking areas should be designed to be separate from other types of parking, where
possible. Turning radii, entrance widths and grades should take into account the limitations of
loaded trailers.
Guidance
• Equestrian trailer parking spaces should be a minimum of 18 feet to 28 feet wide by 55 feet
to 78 feet long. Extra width and length are preferred for staging areas as stock are unloaded,
groomed, and saddled in those areas.
• In situations where space for parking trailers is constrained, the width and length left for
staging can be replaced with ample hitching rails on the periphery of the parking area.
• Where parking stalls are not delineated, such as an open parking configuration, sufficient
space for a 15 foot drive isle and undefined parking spaces 28 feet by 78 feet.
• Parking areas designated for stock should be as level as possible, with positive drainage
and shade provided. Aggregate or compacted natural surface are preferred for parking and
unloading areas.
Figure 25: Example of bicycle parking along a multi-use trail.
Image source: http://www.sportworks.com/product/tofino-no-scratch-bike-rack
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5.4 EQUESTRIAN AMENITIES
Hitch Rails
• Equestrian hitch rails commonly are constructed of wood or steel. Wood rails are suitable
for low and moderate levels of development—however, stock may chew on them, causing
damage.
• Common steel hitch rails range from 4 to 10 feet long. A hitch rail that is 4 feet long generally
has space for one animal tied on each side. A hitch rail that is 10 feet long accommodates
three animals—two animals on one side and the third animal tied to the opposite side in the
middle of the rail. This allows a comfortable distance between the three animals
• Use of proper anchors will prevent vandalism and theft. Hitch rails and anchors should be
regularly inspected for damage. Educate snow removal crews to avoid burying hitch rails
during winter months.
• Hitch rails should be 42 inches high and located in a level area free of grade changes or
obstructions including curbs, signage and vegetation.
• Hitch rails should be at least 25 feet from water sources.
• Good places for hitch rails are near toilet facilities and water access facilities.
Water facilities for equestrians
• To meet the needs of all riders, provide both water hydrants and troughs. At a minimum,
provide a water trough and hydrant at each toilet building and at trail access points.
• Use an ADA/ABAAG approved controls that can be operated by riders with disabilities,
along with appropriate wheelchair clearance zones.
Gates for equestrian parking area
• Road gates are normally 16 feet to 20 feet wide and two-lane roads typically require a pair of
gates that open in the center.
• Gates intended to contain horses from escaping should be between 48 inches and 60 inches
in height.
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5.5 BICYCLE REPAIR STATIONS
Bicycle fix-it stations are small kiosks designed to offer a complete set of tools necessary for
routine bicycle maintenance. Popular locations for these stations include trailheads or public
areas that are centers for activity, easily accessible by foot or bicycle.
Guidance
Potential locations for bicycle fix-it stations include:
• Trailheads and parking lots
• Intersection of two trails
• Public gathering spaces and lookout points along the trail
Figure 26: Example of a bicycle repair station with tire pump.
Materials, Maintenance, and
Safety
Similar to bicycle racks, the use of proper anchors will prevent vandalism and theft. Repair
stations should be inspected periodically for damage and vandalism.
Discussion
Bicycle repair station tools are secured by high security cables, but will still be an attractive
target for theft. Proper placement of kiosks in areas of high activity is one key strategy to reduce
vandalism.
Image source: traillink.com/trail-photos/snohomish-county-centennial-trail
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5.6 TRAILHEADS
Good access to a trail is a key element for its success. Trailheads serve the local and regional
population arriving to the trail by car, transit, bicycle or other modes. Trailheads provide
essential access to the trail and include amenities like parking for vehicles and bicycles,
restrooms (at major trailheads), and posted maps.
Guidance
• Trailheads could include automobile and bicycle parking, trail information (maps, user
guidelines, wildlife information, etc.), garbage receptacles and restrooms.
• Separate areas are often provided for equestrian trailheads.
Materials, Maintenance, and Safety
Trailhead signage will require regular maintenance. Major trailheads will require regular
servicing.
Discussion
Trailheads with a small motor vehicle parking area should additionally include bicycle parking
and accessible parking. Neighborhood access should be achieved from all local streets
crossing the trail. No parking needs to be provided, and in some situations “No Parking” signs
will be desirable to minimize impact on the neighborhood. See Spur Trails (section 3.6) for
neighborhood connection guidance.
Figure 27: Example of a trailhead.
Image source: Alta Planning + Design
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5.7 WATER
Access to potable water provides a more enjoyable trail experience and protects the health of
two and four-legged trail users.
Guidance
• Locate potable water spigots at least 5 feet from trail edge.
• Locate potable water spigots near restrooms, at trailheads, parks and other public gathering
places along the trail.
• Trail signing should identify where potable water can be found.
• Spigots should be placed on a well-drained surface (i.e. 2% sloped concrete slab).
• Water access for equestrian needs should be conveniently accessible at trailheads as
animals require a significant amount of water. Both spigots for filling buckets and water
troughs are suitable.
• Water troughs must be at least 2 feet tall and can be constructed of metal, plastic or concrete
and sit on the ground. The water does not need to be more than a couple of inches deep
inside the trough. A clear area with appropriate wearing surface should be provided around
water troughs.
• Water spigots, where provided, should be ADA compliant (refer to current ADA guidance).
Materials, Maintenance, and Safety
Include hose bib connections for maintenance purposes.
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5.8 SEATED REST AREAS & VIEWPOINTS
Seating along trails provide places for trail users to rest, congregate, contemplate views, or
people-watch along the trail. Benches can be designed to create identity in a place or along the
trail or be strictly utilitarian. Picnic tables provide places for trail users to congregate for meals
or to just relax.
Guidance
• Locate benches (and other site furniture) a minimum of 5 feet from the edge of the paved
tread.
• Provide a minimum 4 feet level area adjacent to the bench(es) for a wheelchair to participate.
• Locate benches at all trailheads, picnic areas and at regular intervals along the trail.
• Locate benches and picnic tables in all areas that provide interesting views, are close to an
educational or historical trail element, and offer shade or shelter from seasonal winds.
• Drainage should slope away from the bench and the trail.
• Locate benches a minimum of 4 feet from restrooms, phone booths and drinking fountains
and a minimum of 2 feet from trash receptacles, light poles and sign posts.
• Locate picnic tables far enough back from the trail to avoid interfering with traffic (minimum
of 3 feet).
Figure 28: Section diagram of seating dimensions along a multi-use trail.
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Materials, Maintenance, and Safety
Benches should be securely anchored to the ground.
Discussion
Wheelchair access should be possible at picnic tables and alongside benches and safely off the
trail tread. Provide access with a solid surface trail such as concrete or asphalt. Where possible
rest areas should be located at a viewpoint, such as overlooking Discovery Bay.
Figure 29: Examples of rest areas and benches.
Image source: seattlerefined.com/travel/cycling-the-snohomish-county-centennial-trail;
traillink.com/ trail-photos/snohomish-county-centennial-trail.aspx
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5.9 PUBLIC ART & SCULPTURE
Public art engages the community through artist’s work and creates a memorable experience
for trail users. Art and sculpture can create an identity for the trail and strengthen the emotional
connection between the trail and its users. Depending on the scale and form, it can become an
“event” in itself and serve as a public attraction.
Public art can be aesthetic and/or functional, and double as sitting or congregational areas.
Memorable installations can act as landmarks and serve as valuable wayfinding tools. Public art
can be a device for telling a compelling and memorable story about the trail and area history.
Guidance
• Local artists, architects and landscape architects can be commissioned to provide art for the
trail, trailheads and points of interest making it distinctly “local.”
• Local artists should be encouraged to produce artwork in a variety of materials for sites
along the corridor.
• Considerations for public art installations include placement, longevity, maintenance,
interactivity, and possible copyright restrictions.
Materials, Maintenance, and Safety
Public art installations should be inspected periodically for damage, vandalism, and litter.
Discussion
Public art can be used to create trail identity. Continuity of style and repetition along the trail
in benches, drinking fountains and signage serve to “brand” the trail. Transitions like street
crossings, turns or landscape changes can be illustrated with trail markers. Consider how to
provide continuity between elements while maintaining the unique styles of multiple artists.
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SIGNAGE
Image source: Alta Planning + Design
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6.1 REGULATORY & DIRECTIONAL
Regulatory signs give a direction that must be obeyed, and apply to intersection control,
speed, vehicle, bicycle, and pedestrian movement and parking. They are usually rectangular
or square with a white background and black, white or colored letters. Regulatory signs with a
red background are reserved for STOP, YIELD, DO NOT ENTER or WRONG WAY messages.
Red text indicates restricted parking conditions, and a circle with a line through it means the
activity shown is not allowed.
Guidance
• Small-sized signs or plaques may be used for bicycle-only traffic applications, such as along
multi-use trails.
• See the MUTCD 9B for a detailed list of regulatory sign application and guidance.
Materials, Maintenance, and Safety
Maintenance needs for regulatory signs are similar to other signs and will need periodic
replacement due to wear.
Discussion
Signs for the exclusive use by bicyclists should be located so that other road users are not
confused by them.
R1-1 R1-2
R15-2P
9 inches
9 inches
9 inches
27 inches
R15-1
90º
9 inches
48 inches
R5-3
W10-2 W10-3 W10-4 W10-1
W16-9P*
W11-15*
W11-15P*
*A flourescent yellow-green background
color may be used for this sign or plaque.
The background color of the plaque should
match the color of the waring sign that it
supplements.
W16-7P*
R1-1 R1-2
R15-2P
9 inches
9 inches
9 inches
27 inches
R15-1
90º
9 inches
48 inches
R5-3
W10-2 W10-3 W10-4 W10-1
W16-9P*
W11-15*
W11-15P*
*A flourescent yellow-green background
color may be used for this sign or plaque.
The background color of the plaque should
match the color of the waring sign that it
supplements.
W16-7P*
R1-1 R1-2
R15-2P
9 inches
9 inches
9 inches
27 inches
R15-1
90º
9 inches
48 inches
R5-3
W10-2 W10-3 W10-4 W10-1
W16-9P*
W11-15*
W11-15P*
*A flourescent yellow-green background
color may be used for this sign or plaque.
The background color of the plaque should
match the color of the waring sign that it
supplements.
W16-7P*
Figure 30: Examples of regulatory signs.
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6.2 ETIQUETTE
Informing trail users of acceptable trail etiquette is a common issue when multiple user types
are anticipated. Yielding the right-of-way is a courtesy and yet a necessary part of a safe trail
experience involving multiple trail users. The message must be clear and easy to understand.
For example, a clear etiquette sign may say: Keep right except to pass.
Guidance
• Trail right-of-way information should be posted at trail access points and along the trail.
Materials, Maintenance, and Safety
Trail signs will need periodic replacement due to wear.
Discussion
In addition to etiquette signs along the trail, more detailed educational information may be
provided at kiosks. Education curriculum’s, similar to “Safe Routes to Schools” programs, could
be used to encourage safe practices of various trail users on the trail.
Figure 31: Examples of etiquette signs.
Figure 32: Example emergency locater sign.
R9-6
Image source: Alta Planning + Design
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Figure 32: Example emergency locater sign.
6.3 WAYFINDING
Wayfinding is a coordinated system of signage, pavement markings, and other elements to
guide and orient trail users both on the trail, and to nearby destinations. Wayfinding also
provides a sense of place and identity, and can reflect the unique character of the trail and/or
surrounding community through consistent sign construction, materials, and branding (such
as shapes, colors and typefaces, symbols and logos). Typical wayfinding elements for trails
may include trailhead map kiosks, mile markers, directional signs or fingerboards, gateways,
pavement markings, or name identifying signage. Wayfinding elements may vary depending
on the directional and orientation needs of a particular trail. There are six core principles which
guide the design and placement of a wayfinding system:
1. Connect Places: Facilitate travel to and from destinations and provide guidance for seamless
connections.
2. Promote Active Travel: Encourage active transportation by helping people realize they can
walk, bike, or roll to the places they want to go.
3. Maintain Motion: Be legible and visible for people moving so that they can interpret
information without stopping.
4. Keep Information Simple: Organize and present information simply, use clear fonts and
simple designs, so that it can be understood quickly.
5. Be Predictable: Standardize the placement and design of signs so that patterns are
established and wayfinding elements are anticipated.
6. Be Inclusive: Signage should be accessible and designed to be understood by a wide range of
users, including people of all ages, ability levels, and languages.
6.4 EMERGENCY LOCATORS
Emergency locators are signage and wayfinding elements that include mileposts and other
types of location assistance markers that can be used to direct maintenance activities, help
users measure their travel times/distances and to direct emergency response. Examples include
vertical mile markers and pavement mounted markers.
Guidance
• Frequent spacing should be considered, at regular intervals.
• Legends, where provided, should include distances to logical locations, trail name and a
unique location identifier coordinated with local emergency services.
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