The Eastern Continental Divide Loop Trail ECDL Table of Contents

Introduction Page 1-2 Maps are located in the sleeves at the back of the booklet. Important Sites Page 3 Heritage Information Page 4 -5 List of Maps User Groups Page 6 a. Master Plan Bridge Study Page 7-14 Friendsville in Town Network Page 15 b. Casselman River Trail Major Trail Descriptions Page 16 - Profiles Mid-County Connector Trail Page 17 - Private Property Overlay National Road Connector Trail Page 18 - Concerns Road Crossings/Meadow Mountain Page 19-20 Signs Page 21-23 c. Meadow Mountain Crusher Fines Surface Page 24-31 Grades Page 32 d. Youghiogheny Corridor Asphalt Surface Page 33-37 Concrete Transfer Points Page 38 e. Friendsville Drainage Page 39-41 - Private Property Overlay Boundary Fencing Page 42 Guide Rails Page 43-44 Maintenance Page 45 Proposed Construction Phases Page 46 Acknowledgements Page 47 Contacts Page 48

EASTERN CONTINENTAL DIVIDE LOOP

The 2011 Eastern Continental Divide Loop (ECDL) Master Plan is a document designed to guide the development of bicycle, pedestrian and multi-modal pathways. The infrastructure for this plan includes shared-use paths, trails, sidewalks, transit interfaces and other elements that comprise a “complete streets” approach to the transportation system in Garrett County, Maryland over the next 20 years. This plan is a continuation of the efforts by Garrett Trails to develop a well-used network of outstanding quality trails that provide access to the historic, municipal, and environmental treasures that Garrett County has to offer. These proposed trails link the county to the rest of the region, while attracting economic development and promoting healthy and safe transportation choices for the county’s residents.

In October of 2010, the Department of Natural Resources hosted the first ever Maryland Trails Summit in Baltimore, MD. The State of Maryland expressed a strong desire “…to make Maryland’s trails system second to none in the nation.” It stands to reason that Garrett County plays an enormous role in this vision, as its state parks, forests, and wildlife management areas assist in the preservation of approximately 20% of the total acreage of the county. While this figure is impressive, the key is creating access to these scenic and natural wonders through connectivity.

To this end, Garrett Trails is determined to create the “Eastern Continental Divide Loop”. This loop is envisioned as a 150 mile 1 hard-packed, multi-user trail running through the heart of Garrett County. The loop bridges the connections between already existing trails as well as joining them to larger trail networks outside the county. ORIGINAL EASTERN CONTINENTAL DIVIDE LOOP CONCEPT Pashek & Associates INTRODUCTION EASTERN CONTINENTAL DIVIDE LOOP

BENEFITS OF THE EASTERN CONTINENTAL DIVIDE LOOP:

SAFER RECREATIONAL OPPORTUNITIES FOR LOCALS AND VISITORS ALIKE The ECDL increases safety for trail users by relocating them from along the county’s busiest roadways to a network of safer alternative paths through public land. Connections between existing recreation areas such as Fork Run and Herrington Manor also promote hiking, biking, walking, backpacking, trail running, cross country skiing, and educational studies.

CREATES MORE ACCESSIBILITY TO OUR NATURAL ENVIRONMENTS When trails are located in green corridors next to streams, valleys, ridge lines, steep slopes and public lands, they provide a resource for enjoying and exploring the unique places that make Garrett County special. Well planned trails protect wildlife habitat and migration corridors, buffer agriculture lands from development, direct outdoor enthusiast toward the appropriate areas and away from sensitive environments, provide habitat enhancement with restoration projects, and offer a safe way for people to enjoy the outdoors.

ECONOMIC GROWTH THROUGH: • NEW BUSINESSES • MORE VISITOR DIRECT SPENDING • ADDITIONAL TAX REVENUE

Substantial impact can be seen when trails are bridged and each smaller system becomes a potential stop on a larger loop trail. The Great Allegheny Passage (GAP), to which the Continental Divide Loop will connect, is now drawing thousands of hikers and bikers each year. An economic impact study of the GAP found that over $40 million in annual direct spending and another $7.5 million in wages is directly attributable to the trail market. Job creation and financial impact stems from hikers and bikers staying the night, stopping for meals, and purchasing spare gear from any number of businesses located near these trails. A comprehensive trail system in Garrett County is essential to recruiting new businesses and therefore new employment to the county, increasing safer recreational opportunities, bringing in additional tax revenue and providing a higher quality of life for both residents and visitors. With obesity rates rising throughout the nation and in the state of Maryland, the Eastern Continental Divide Loop gives Garrett County tools to become a leading destination for outdoor enthusiast and people looking to make a healthy lifestyle choice. It is easily accessible from many major metropolitan areas. The length and variety of trail types proposed for the ECDL make a destination for trail enthusiast as well as adding additional options for the tourism industry already present in Garrett County. It will create an economic engine that will feed the local economy through the typically slow shoulder seasons and on through the busy seasons. Its creation gives locals and visitors alike additional opportunities for adventure and exploration.

Creating and incorporating a county multi-surface/multi-use trail network helps to establish Garrett County as a healthy lifestyle community and a destination for like minded visitors. The mountains, rivers, forests and people of Garrett County are huge assets and it is important to connect each of them into one network. This network of trails opens the door for further opportunities of economic development, safer outdoor recreation, more accessibility to natural environments and protection of natural resources.

With your help and support, Garrett Trails can continue to work toward creating a highly-used network of outstanding quality trails that provide access to Garrett County’s historic, municipal and environmental treasures, as well as a link to trails outside the county. 2

INTRODUCTION GARRETT COUNTY

STATE PARKS MAJOR RIVER AND LAKES SCENIC BYWAYS 1. Big Run 1. Youghiogheny Scenic and Wild River 1. National Road/Rt. 40 2. Casselman Bridge 2. Youghiogheny River Lake 2. Savage River Road 3. Deep Creek Lake 3. Deep Creek Lake 3. Coal Heritage 4. Herrington Manor State Park 4. Jennings Randolph Lake 4. Glades 5. New Germany State Park 5. Herrington Manor Lake 5. Cunningham Swamp 6. Swallow Falls State Park 6. New Germany Lake 7. Savage River Reservoir * See Mountain Maryland Scenic Byways Map 8. Savage River on page 4 for Scenic Byway Locations 9. Broadford Lake 10. Potomac River 11. Casselman River

NATIONAL REGISTER OF HISTORIC PLACES: PROPERTIES IN GARRETT COUNTY SITES OF INTEREST 1. Casselman Bridge 11. Casselman Inn 1. Cranesville Swamp 2. Fuller-Baker House 12. Stanton Mill Comlex 2. Backbone Mountain, Highest Point in Maryland - 3,360 feet 3. Meyer Archeological Site 13. Mountain Lake Park Historic District 3. Garrett State Forest 4. Tomlinson Inn 14. Oakland Historic District 4. Potomac State Forest 5. Oakland B&O Railroad Station 15. Anderson Chapel 5. Savage River State Forest 6. Hoye Archeological Site 16. Mercy Chapel 7. Garrett county Courthouse 17. Kaese Mill 8. Pennington Cottage 18. Glamorgan 9. Bloomington Viaduct 19. Creedmore 10. Penn Alps Building 20. James Drane House 3 * See Map on page 4 for locations

IMPORTANT SITES GARRETT COUNTY NATIONAL REGISTER OF HISTORIC PLACES: PROPERTIES IN GARRETT COUNTY MAP MOUNTAIN MARYLAND SCENIC BYWAYS MAP

NOTE: All Heritage information was completed by Peter Johnston & Associates, LLC. Additional Heritage information for Garrett County can be reviewed in: Garrett County, Maryland Heritage Area Management Plan. October 2011.

2-11 CHAPTER 2: HERITAGE RESOURCES

2-5 CHAPTER 2: HERITAGE RESOURCES HERITAGE AREAS GARRETT COUNTY GREENWAYS AND TRAILS

Residents and visitors use greenways and trails to traverse the scenic landscapes of Garrett and Business owners in the study area indicated the following: discover its rich natural treasures. Trails offer important pedestrian linkages in the Garrett County Heritage Area. They also are a major tourism draw for the county, providing significant economic 1. On average, one-quarter of gross revenue was directly attributed to trail users and two-thirds returns. The majority of Garrett County trail systems are located in state parks and forests, where reported that they experienced some increase in gross revenue because of proximity to the trailhead connections are provided for access. Some trailheads are located in Garrett County trail. municipalities and near major tourism destinations such as Wisp and Adventure Sports. Tourism 2. Over one-quarter of all businesses surveyed mentioned that they have or plan to either expand activities related to trails include skiing, GEO-Caching, hiking and walking, mountain biking, off- their operations or hire additional staff because of the impact of the trail. road biking, and off-road vehicle use. The Garrett County Trail Master Plan identifies several trail 3. Lodging establishments and outdoor and trail-related businesses reported the largest increases user profiles including: 1) Pedestrians; 2) Fitness Walkers; 3) Hikers; 4) Environmental Educators; in their estimated annual revenue when compared with the other business types. 5) Backpackers; 6) Trail Runners; 7) Endurance Athletes; and 8) Bikers. 4. On average, businesses located in Fayette and Somerset Counties, Pennsylvania and Allegany County, Maryland provided the highest estimation in regards to the percentage of their gross Regional Economic Impacts from Trails and Trail Connections: Linkages to the Allegheny annual revenue that could be directly attributed to the trail. Trail System in Pennsylvania and Maryland are important for increasing tourism in Garrett County. The Great Allegheny Passage (GAP) is a 132-mile system of biking and hiking trails that Trail User Demographics and Habits: The users of greenways and trails can be visitors, residents, connects Cumberland, Maryland to McKeesport, Pennsylvania, near Pittsburgh. In 2006, the or those who just enjoy the outdoors. In terms of trail usage, a well constructed and maintained GAP was connected to the C&O Canal Towpath in Cumberland, Maryland (Allegany County). trail and trailhead will attract more users. The GAP study analyzed trail user habits in detail from This connection created a continuous non-motorized corridor, which is 318 miles long, from 670 unique postal codes, which included nearly every state in the continental United States as well McKeesport, Pennsylvania to Washington, D.C. as parts of Canada. The analysis discovered the following:

In 2009, the Progress Fund’s Trail Town Program, the Laurel Highlands Visitors Bureau, and the • The average distance traveled by trail users to arrive at a trailhead was 131 miles and the median Allegheny Trail Alliance completed a detailed study of trails in the Greater Allegheny Passage distance was 20 miles. (GAP) in Maryland and Pennsylvania. The Great Allegheny Passage Economic Impact Study (2007 • On average, overnight trail users traveled 289 miles with a median distance of 90 miles. to 2008), produced by Campos Incorporated, conducted three phases of research to discover the • Biking was the primary activity being performed by approximately nine in 10 trail users and economic impact that the completion of the trail has had on the trail towns and businesses located nearly all of the overnight trail users reported biking as their primary activity, while using the near or along the trail. Major economic impacts from the GAP trail system include the following: trail. • More than three-quarters of the overnight trail users reported using the trail for recreation. • From 2007 to 2008, approximately $23.9 million worth of receipts (actual revenue) was • By contrast, using the trail for health and/or fitness was mentioned by more than half of the attributed to the trail. local and day trip trail users. • Approximately $4.4 million worth of wages were paid to employees of respective businesses • More than four in five trail users indicated that they were 35 years of age or older. surveyed. • More than one-third of the overnight trail users reported household incomes of $100,000 or • When projecting average total receipts across the businesses included in the sample, trail more. attributed revenue in 2007 was approximately $32.6 million and it was projected that businesses • Purchasing and usage behaviors for trail users differed depending on what type of trail user distributed approximately $6.3 million in wages. they were. 5 • Despite hard economic times, in 2008 these figures actually increased to projected receipts and • Trail users traveling 50 miles or more to arrive at the trail spent approximately twice as much wages of approximately $40.7 million and $7.5 million, respectively. in trail communities as those traveling less than 50 miles. • Two in five trail users surveyed planned an overnight stay as part of their trip. • On average, these overnight trail users spent $98 a day in the trail communities and on lodging. NOTE: All Heritage information was completed by Peter Johnston & Associates, LLC. • The remaining trail users surveyed were either local residents or were enjoying a day trip, Additional Heritage information for Garrett County can be reviewed in: whereby these local/day trip trail users spent an average of $13 a day in the trail communities. Garrett County, Maryland Heritage Area Management Plan. October 2011. HERITAGE AREAS - TRAIL STUDY INFO. GARRETT COUNTY

As Garrett Trails continues to build upon the plan of an OPPORTUNITIES interconnected multi-user trail network, connectivity and • Design - Many trails can be open to multiple user groups but some locations should be specifically designated cooperation between user groups will be vital to it’s success. The for certain user groups such as snowmobiling or equestrian in order to limit conflicts on the trails. county, towns, schools and parks will connect different aspects • Partnerships should be created between trail users and land managers. of our County to create the backbone of our trail network. This • Collaboration between user groups, including mountain bicyclists, horseback riders, hikers and motorized interconnecting system will encourage further connections to vehicles to help determine the best sites for each user group and shared trails uses. other long distance trails and promote further growth. While • Public Involvement to shape future projects. the ECDL will be the long distance base of trail network, many • Management - While most trails allow mountain bike use, they need to be designed and managed specifically smaller loops will encourage different types of user groups to for mountain bike use. join-in on the planning and discussions to truly make Garrett • Increased Awareness by land managers will lead to improved opportunities for all trail managers. Trails network a multi-user group destination. It is key to include • Resource Protection - As trails are designed and constructed, designs need to accommodate different user each user group in early discussions to see how best they can group by incorporating best management practices and having user groups work together to build and/or work together to the common goal of creating a world class trail maintain the trails to protect resources. network.

TRAIL USER GROUPS USER CONFLICTS Bikers Fitness Walkers • Conflict between user groups exist as well as within the same user groups. Hikers Trail Runners • Wherever user group needs are not addressed, user conflicts are heightened. Equestrian In-line Skaters • Many conflicts occur from poorly designed trails that do not meet multiple user groups needs. Snowmobilers Endurance Athletes • Use signage and education to prevent user group conflicts such as trail type, accepted user groups, trail rating, Motorized ATV Backpackers seasonal closures and maintenance schedule/inspection. Nordic Skiers Snowshoers Kayak/boaters

USER GROUPS FRIENDSVILLE

gheny River To Confluence, PA hio g B u o

Friendsville Town A Artistic impression of a cable suspension bridge to be used to Park span the Youghiogheny River. While the sketch represents C Site A, the design can be adapted for use in most locations along the Youghiorgheny River Corridor. Bridge Design Concepts

E D

To Kendall Trail

CABLE SUSPENSION BRIDGE The proposed suspension bridges provide an iconic look that can be replicated in remote locations with little disturbance. Suspension bridges have been successfully built and used for decades in Garrett County. They are cost effective to build and can be built in remote locations with relative ease making them the logical bridge to be used in sensitive areas such as rural Garrett County. The proposed suspension bridge design is based on proven bridges by the US Forest Service and Tri-State Company Inc.

LOCATION MAP

Sites A or B

Bridge Study - Youghiogheny River, Friendsville FRIENDSVILLE FRIENDSVILLE TOWN PARK SITE B Bridge study took into account many factors for selection of sites and evaluation. Site ‘A’ was selected for it’s location and alignment to the town park and the abandoned railroad alignment and possible use of the existing bridge abutments. Site A’s study shows that the abutments are in good shape and can be used for the bridge but they also create other issues once on the island. The bridge decking will need to be above 1,469’ in elevation which is the 100 year floodplain level at the selected site (A). This works well on the park side of the bridge but the island side has conflicts. The island’s average elevation is 1,453’ which leaves the deck height thirteen feet above the island. The issue is that the island is completely in the Floodway and therefore structures are not permitted including wooden ramps and/or earthen ramps to bring the trail down to the islands elevation. This leads to a the solution of multiple bridge sections which would need to span from the south side of the Yough to the north side which is a span of 800’ +/-. Although site ‘A’ helps create the easiest route through town, it requires four times the length of bridges that site ‘B’ requires. The alterative to site ‘A’ is site ‘B’ which has a span of 200’ +/- and would be out of the 100 year Floodplain and the Floodway. This site would link the trail in direct line with 1st Avenue and the Friendsville Elementary School. The trail would follow 1st Avenue to Park Street where the it turns left (East) until it meets 2nd Avenue. It then would follow the original in town alignment past City Hall to the Kendall Trail’s Trailhead. This option will also allow for a A spur that will cross the bridge at Bear Creek and continue north to the town park allowing for the students and faculty at Friendsville Elementary to connect to both the trail and the town park safely and conveniently. Site ‘B’ also allows for different funding options with the possibility of using Safe- Routes-to-School to provide safe passage for the students, faculty and trail users alike. See map B layout of page 9 for alignment of each trail and bridge locations in Friendsville.

* The study assumes that there will not need to be any stream access during construction. If the site requires stream access to construct the bridge then the contractor will be required to apply for a permit for temporary stream access with the US Army Corps of Engineers. The permits are site specific and will need to be addressed at the time of specific site design.

2012 FIRM Study A Bridge Design Concepts 8 C not to scale Bear Creek Bridge Site Bridge Study - Youghiogheny River, Friendsville CABLE SUSPENSION BRIDGE

gheny River To Confluence, PA hio g B u o

Y LOCATION MAP FRIENDSVILLE TRAIL LAYOUT AND BRIDGE LOCATION STUDY Friendsville Town Park A

Cable Suspension Bridge C B 200’ +/- Length

Bridge Design Concepts See Pages 5-10

E D

To Kendall Trail

CABLE SUSPENSION BRIDGE PROS AND CONS SITE A PROS Using existing rail alignment and abutments Adjacent to town park Friendsville Iconic entrance/exit to/from town across island Friendsville 1st Ave. Elementary Town Park Some town and US property School Direct path through town CONS Length - 800’ +/- A Expense for bridge with that length Park St. Cable Suspension Bridge 800’ +/- Length, Min. 3 Bridges SITE B See Pages 5-10 PROS Pre-fabricated Bridge Length - 200’ +/- 70’ +/- Length Aligned with school See Pages 13-14 C LEGEND CONS 2nd Ave. Some private property 9 Not directly connected to town park Changes in direction at Park St. and 2nd Ave.

Bridge Study - Youghiogheny River, Friendsville CABLE SUSPENSION BRIDGE TOWER 1489.42’ El.

2’-0”

2’-6”

CABLE SUSPENSION BRIDGE - Profile at Friendsville Site 2’-0” Tower

Conflict area, 13-15’ of elevation change and the island

27’-0” is completely in the floodway. 12’-6” Existing grade 100 yr floodplain

Existing railroad 1472.67’ Deck El. Island abutments Deadman Youghiogheny River

1469.00’ El. 100 Year Floodplain 8’-0”

1462.67’ El. Bridge Design Concepts Abutment El. 10

Existing Railroad Abutment

Bridge Study - Cable Suspension Site A CABLE SUSPENSION BRIDGE

BRIDGE DECK - PLAN VIEW BRIDGE DECK - SECTION SUSPENDER DETAIL Bridge Design Concepts

BRIDGE DECK - SIDE VIEW NOTES: Deck material and suspenders are engineered site specific.

Bridge Study - Cable Suspension for Typical Use CABLE SUSPENSION BRIDGE

1489.42’ El. MAIN CABLE DETAIL Spot weld to prevent

2’-0” removal of pin..

Galvanized steel wire rope min. breaking strength - 60 tons.

2’-6” Spot weld to prevent removal of pin. 1-1/8” Grooved opening spelter socket.

2’-0” Spot weld to prevent removal of pin. CABLE SADDLE 1-3/4” Dia. Turnbuckle with 18” take up and jaw and eye end fittings. 1-1/2” Dia. ASTM A307 grade 36, galvanized steel hook and eye 27’-0” 12’-6” anchor bar. Deadman

DEADMAN ELEVATION DETAIL 1472.67’ Deck El. #4 Rebar 18” O.C. Bearing side

3” Edge to rebar See main cable detail for connection to anchor bar eye.

8’-0”

Dim. Varies Dim. 1-1/2” Dia. ASTM A307 grade 36, galvanized steel hook and eye anchor bar.

1462.67’ El. Bridge Design Concepts Abutment El. Dim. Varies 12 NOTES: Typical Abutment 1. Two deadmen required, one per side of bridge. All Abutments design 2. Two anchor bars per deadman. site specific. 3. Size of deadman determined upon site conditions.

Bridge Study - Cable Suspension for Typical Use FRIENDSVILLE

gheny River To Confluence, PA LOCATION MAP hio g B u o

Friendsville Town Park A

C Bridge Design Concepts

E D

To Kendall Trail

PRE-FABRICATED BRIDGE Pre-fabricated bridges give a rustic railroad appearance with minimal on site construction. The site must be accessible by tractor trailer and cranes in order to set the bridge sections. The bridge can be placed in one day once on site.

Pre-fabricated bridges are a cost effective product and should be considered in and around towns.

Each river crossing should be evaluated to determine the best type of bridge per the specific location.

Bear Creek crossing will have the pedestrian Bear Creek bridge set parallel with the existing highway bridge. A study of soil conditions and existing cribbing conditions must be completed to determine abutment design. The bridge must be sited above the 100 year flood elevation 13 per FEMA panel 240035 0001 B.

This bridge will allow for safe bicycle and pedestrian access from the Town of C Friendsville to the city park.

Bridge Study - Bear Creek, Friendsville FRIENDSVILLE

PLAN VIEW Top rail Stringers

Aluminum slip resistant decking chosen for the Bear Creek site for Truss verticals and Floor beams and Base plate and its ease of maintenance, life span and location next to the existing diagonals. horizontal bracing. bearing pads. highway bridge.

ELEVATION VIEW up to 150’

Railing at 4” O.C. Truss verticals and Base plate and diagonals. bearing pads.

NOTES: CROSS SECTION Bridges must be site specific designed and measurements

included are for study purposes only. Bridge Design Concepts Top rail height 54” typical GatorBridge Aluminum Bridges 42” Rail Height 14 • Environmentally Friendly. 4’-8’ Clear Width • Lightweight - reducing fuel cost during transporting. • Powder Coated for long lasting color. • Low Maintenance. Aluminum deck • Multiple Decking Types - Aluminum IPE Hardwood, Truss verticals and Pressure Treated Pine and Composite. diagonals. Bridge Study - Bear Creek, Friendsville FRIENDSVILLE

IN TOWN BIKE LANES The route through Friendsville starts at the town park, crossing Bear Creek over the D newly proposed pedestrian bridge and then follows 2nd Avenue to the intersection with Chestnut Street. The trail will head right or west on Chestnut Street until it Town Hall stops at Morris Avenue. At Morris Avenue, the trail goes left or South to the Kendall Trailhead. The in-town route will be striped as well as painted bike decals on the Trail Design Concepts biking surface and signage on poles along the route. This route was chosen to alleviate some of the traffic caused by boaters during peak season and also allow for a safe ride through town and past the town hall.

Pedestrian Sidewalk

New Trailhead Entrance to Signage Kendall Trail

Bike Lane

LOCATION MAP

gheny River To Confluence, PA hio g B u o

Friendsville Town Park A

E D 15 Morris Ave. To Kendall Trail Bike Lane E

Friendsville On-Street Route MAJOR TRAILS YOUGHIOGHENY RIVER CORRIDOR - CASSELMAN RIVER TRAIL - THE PENN ALPS TRAIL - Friendsville to Oakland Casselman Bridge SP to Meadow Mt. Trail Casselman Bridge SP to Meyersdale, PA The trail begins in Friendsville and follows the existing The Casselman River Trail begins at Casselman Bridge State The Penn Alps trail begins at Casselman Bridge State Kendall Trail on an old rail bed until reaching the historic site Park where it crosses the National Highway and under I-68. Park and Penn Alps along the historic National Road and of Kendall. The trail continues past Kendall and National It then follows an old rail bed along the Casselman River immediately travels north on an old rail bed through Falls area following the old tram line until reaching Sang through rolling agricultural land until reaching the town rolling agricultural land for approximately 2.75 miles until Run. An alternative in this area would be to start climbing of Jennings. At Jennings, the trail switches from a rail trail reaching the Pennsylvania boarder. The trail continues to the rim of the canyon and following existing trails for to a share-the-road trail and continues uphill on Jennings on the old rail bed through Pennsylvania until reaching approximately seven mile before descending back down Road for two miles. It then turns left on Otto Lane until it Meyersdale, PA and connecting to the Great Allegheny to river level and back on the old tram line for another reaches the Meadow Mountain Trail at the intersection of Passage. two miles until reaching Sang Run. From Sang Run, the Otto Lane and West Shale Road. At this point the trail user trail then becomes a share-the-road network following may turn right and continue on toward Deep Creek Lake * See the Casselman River Trail Maps. Oakland Sang Run Road until it reaches the power plant State Park or turn left and take the Meadow Mountain Trail where the trail once again follows the old tram line until back toward I-68. reaching Swallow Falls Road. The trail can then follow multiple paths/alternatives starting with crossing the river * See the Casselman River Trail Maps. and connecting to Swallow Falls State Park and the Canyon Trail linking Swallow Falls SP to Herrington Manor State MID-COUNTY CONNECTOR - Park. The trail will then become a share-the-road network Glendale Rd. to Sang Run/Yough River along Herrington Manor Road until reaching Oakland City MEADOW MOUNTAIN TRAIL - Limits. The second path/alternative from Swallow Falls is I-68 to Deep Creek Lake SP * See page 17 in the ECDL booklet for trail description and proposed to use a share-the-road network following Oakland Sang alignment. Run Road until reaching the City Limits of Oakland. The From exit 22 on I-68, take the frontage road located across third path/alternative is to follow old logging roads along Chestnut Ridge Rd from the Comfort Inn on the south side the Youghiogheny River until reaching Oakland. By having of I-68. Travel east until reaching the trailhead for the ORV many options for trails near Oakland, the trail allows for section of Meadow Mountain Trail. It then follows the multiple types of trails and users to access historical and current trail for approximately three miles until reaching environmental destinations as well as County and State the New Germany Road crossing and new Germany State amenities. They also create a smaller network of loop trails Park. From here the trail continues for ten miles along the NATIONAL ROAD CONNECTOR - near multiple state parks and the communities adjacent to Eastern Continental Divide until reaching Rt 495. At Rt 495 Meadow Mt Trailhead to Casselman Bridge SP the trail. the trail continues toward the 4-H camp and eventually connecting to Deep Creek Lake State Park. * See page 18 in the ECDL booklet for trail description and proposed alignment.

* See the Youghiogheny River Corridor Map . Design Concepts Trail * See the Casselman River Trail and Meadow Mountain Maps and also pages 19-20 in the ECDL booklet. 16

Major Trails - within the ECDL Trail Network Eastern Continental Divide Loop Trail Eastern GLENDALEContinental ROAD, Paved Divide Bike Loop Trail and Trail Conceptual Intersection GLENDALE ROAD, Paved Bike Trail and Conceptual Intersection

Mid-County ConnectorGlendale Rd Paved Trail Alignment

CONFLUENCE, PA

Glendale Rd Paved Trail Alignment LOCATION MAP GLENDALE RD PAVED TRAIL ALIGNMENT CONFLUENCE, PA

PENNSYLVANIA MARYLAND

Youghiogheny River Lake LOCATION MAP Trail Design Concepts

PENNSYLVANIA FRIENDSVILLE,MARYLAND MD

Youghiogheny River Lake

DIVIDE

TRAIL

LOOP LEGEND

CONTINENTAL

MARYLAND WEST VIRGINIA WEST

FRIENDSVILLE, MD

DIVIDE

TRAIL

LOOP LEGEND

CONTINENTAL

MARYLAND WEST VIRGINIA WEST Cranesville Swamp Deep Creek Lake State Park Round-a-bout Concept for the Intersection of Rt 219 and Glendale Rd

Glendale Rd Deep Creek Lake Paved Trail Cranesville Alignment Swamp Swallow Falls Deep Creek Lake MID COUNTY CONNECTOR TRAIL State Park State Park Round-a-bout Concept for the Intersection of Rt 219 and Glendale Rd The mid county connector trail will link the Meadow Mountain Trail with the Youghiogheny Trail and create a Herrington Manor State Park Glendale Rd Deep Creek Lake Paved Trail smaller loop within the ECDL. The connector will connect to the Meadow Mountain Trail head at the crossing Alignment

Swallow Falls of Rt 495 and continue south west past the 4-H camp and on to Deep Creek Lake State Park joining the existing State Park

OAKLAND, MD trail network in place at the park. From there, the trail becomes a share-the-road network across the Glendale

Herrington Manor Rd Bridge over Deep Creek lake and then becomes a dedicated bike trail on the south side of Glendale Rd. At the State Park

MARYLAND WEST VIRGINIA intersection of Glendale Rd. and 219 the share-the-road network continues north along one of Maryland’s Scenic Byways to McHenry where it then proceeds to the top of Wisp mountain where it connects with the Fork Run trail

OAKLAND, MD network. The trail then meets up with Hoyes Run Rd and the Youghiogheny Corridor, then travels north toward Friendsville on the proposed trail and finally on to Confluence, PA via a water route on the Youghiogheny River

MARYLAND WEST VIRGINIA Lake. A second alternative and an opportunity for an additional loop is heading south from the Glendale Rd/219 intersection to the Mayhew Inn Rd via a share-the-road system. This option would be share-the-road along the length of Mayhew Inn Rd until it reaches Sang Run Rd where the rider has an option of turning north to loop 17 back toward the Fork Run Trail Network or to continue on Swallow Falls Rd traveling west to Swallows Falls State Park and Harrington Manor State Park as well as the Youghiogheny River.

Mid-County Connector Trail National Road Connector

LOCATION MAP

NATIONAL ROAD CONNECTOR The National Road connector trail will link the Meadow Mountain Trail with the Casselman River Trail via the National Road/US 40. The Casselman Bridge/Penn Alps LEGEND A trail starts at the parking area for the Meadow Mountain Trail and becomes a share-the-road PENNSYLVANIA system as it crosses over I-68 on Chestnut Ridge MARYLAND Rd and then heads west on the National Road/ US 40. The large shoulder provides a great opportunity to enjoy America’s first federally Casselman River Bridge funded highway for 2.25 miles ending at National Road Connection State ParkA Casselman Bridge State Park and Penn Alps. GRANTSVILLE, MD B The trail then crossed the National Road/US 40 and hugs the Casselman River following the abandoned rail line until reaching Jennings, MD. From Jennings, the trail becomes a share- the-road system traveling up Jennings Road to the intersection of Otto Lane where it meets the Meadow Mountain Trail on the spine of the B National Road/Rt 219 Intersection Eastern Continental Divide. The Casselman River Trail will require many National Road Connection easements on private property which is A currently used mostly B as agricultural land. There are some conflicts

EXIT 22 to the original rail trail alignment as seen on Trail Design Concepts Trail the maps Casselman Design Concepts Trail River Trail - Alignment Concerns and Property Tax Overlay. 1618 This loop has a wide variety of views and terrain, traveling from the summit of the Continental Divide to the rail trail along the Casselman River valley.

National Road Connector Trail ROAD CROSSINGS

A Trail Design Concepts

A NEW GERMANY ROAD CROSSING

The crossing examples are for the Meadow Mountain trail but the principals are typical and should be used on future road/trail crossings. Each road crossing is to be designed site specific.

LEGEND

D 19 See Enlarged WEST SHALE AND OTTO LN Meadow Mountain B INTERSECTION AND CROSSING Trail Map in Map Folders

Road Crossings - Meadow Mountain Trail ROAD CROSSINGS C

B The crossing examples are for the Meadow Mountain trail but the principals are typical and should be used on future road/trail crossings. Each road crossing is to be designed site specific. FRANK BRENNEMAN RD CROSSING

LEGEND Trail Design Concepts Trail D 20 See Enlarged Meadow Mountain Trail Map in Map Folders 495 CROSSING

Road Crossings - Meadow Mountain Trail SIGNAGE

14” Dia

1.5” Dia Trail Design Concepts

250 PT CG Omega

24” Youghiogheny River 9.25” Dia Optional: Trailhead Special Recognition Area 90 PT CG Omega

Constructed by Garrett Trails 2012

Youghiogheny River 14” 175 PT MAJOR TRAILHEAD SIGN 36” Trailhead

65 PT Constructed by Garrett Trails 21 1.125” Dia 2012

STANDARD TRAILHEAD SIGN 24” Trailhead Signs SIGNAGE

HDPE Recycled Plastic Green Outer Layer and Black Inner Layer Full Color Aluminum with Wood Backing Meadow Mountain Trail Casselman River Trail 2.3 mi HDPE Recycled Plastic Green Outer Layer and Blue Inner Layer Color Logo Wood Backing * Signs shown at 25% 9.25” Dia Meadow Mountain of actual size (24” x 6) HDPE RECYCLED PLASTIC OPTION ALUMINUM OPTION Trail • Made from recycled plastic The aluminum signs can be finished in full • UV resistant color with a reflective and non-reflective • Does not need sealant surface. The aluminum sign mounts to • 100% waterproof a wooden backing that extends 1” in all HDPE Recycled Plastic • Maximum outdoor durability directions from the aluminum. • Graffiti Resistance Green Outer Layer and White Inner Layer HDPE consists of two layers of contrasting color. The patterns are routed from the outer layer exposing 1.125” Dia the inner/background color. New Germany Rd Design Concepts Trail 5.6 mi Directional Arrow Trailhead 22 Relief Logo Optional mile marker reference

Directional Signs SIGNAGE

BOUNDARY PRIVATE AND PUBLIC

Trail Design Concepts PROPERTY MARKERS MARYLAND DEPARTMENT OF NATURAL RESOURCE Name of property owner Boundary signs are meant to be installed at the PROPERTY BEHIND THIS SIGN boundary of private property to prevent trespassing and unauthorized use of the trails adjoining You are responsible for knowing and obeying all of DNR’s rules and property. Limit the amount of signs so not to create regulations. a visual disturbance. For additional information, contact the Department of Natural Resources Contact Information at 1-877-620-8DNR (8367).

ALUMINUM SIGN

The aluminum signs can be finished in full color * Signs shown at actual size (7.5” x 3.5”) with a reflective and non-reflective surface. In the case of the boundary signs, a reflective surface is beneficial to attract attention to the fact that this is a boundary to private land. BOUNDARY Blue background block with white ‘boundary’ text. PRIVATE PROPERTY BEHIND THIS SIGN

Please respect private property owners

For additional information, contact the Garrett County Parks and Green background with black Recreation Department at 1-877-620-8DNR (8367). lettering and color logo. 23 Pre-drilled holes for wire connection to fence or post.

Full Color ECDL Logo Boundary Signs TRAIL DESIGN CONCEPTS

CRUSHER FINE COMPOSITION PHYSICAL AND CHEMICAL Surface consists of a mix of CHARACTERISTICS OF CRUSHER FINES particles from large to small

Crusher fines are not to be confused with gravel, road base, or other rock products. It consists of small particles of crushed rock that when moistened and compacted, creates a solid, hard surface. If done correctly, an installed crusher fines trail will be a firm, low maintenance trail that is usable even when wet.

Particles consist of crushed stone THREE CHARACTERISTICS MAKE CRUSHER (no soil or organic material) FINES USEFUL FOR TRAIL SURFACES Wide range of particle sizes interlock forming a strong solid matrix with no voids 1. The rock must be crushed into irregular and angular particles. Fines to contain original rock binders (natural cements) These particles interlock to form desired solid state. in rock dust. When moistened and compacted this binds the stone into a solid mass 2. The more variety in particle size, the tighter the matrix. The smaller particles will fill the gaps left by the larger particles and improve the overall strength. Particle size is the main way that crusher fines are defined. A mix named “3/8 minus” will contain particles that have a diameter of 3/8” 3. The crushed rock must contain the original binders that or less. The ideal mixture is one that contains enough small particles formed the original rock. These small particles act as cement in to fill the voids left by the larger particles. the interlocking matrix of particles. After being moistened and compacted it creates a very hard, viable surface for trails. Particle shape also plays a role in the integrity of the surface. Particles that contain angular rocks are more likely to form a strong surface.

Particles that contain mostly chipped or rounded rocks should be Design Concepts Trail avoided, as they are not as structurally sound. 24

Crusher Fines - Composition TRAIL DESIGN CONCEPTS

METHOD 1 - Crusher Fines Directly on Subgrade METHOD 3 - Base Course

Trail Design Concepts Use with very rocky and firm subgrades which will not absorb crusher fines particles over time. Use on softer soils such as loam, silty sands, and fine silts when the trail receives only occasional maintenance vehicles. If no vehicular use whatsoever is allowed, this method can also be used with expansive or plastic soils and clays (including bentonite and gilsonite). For all of these, the Crusher fines laid directly on excavated subgrade. subgrade should be above water table.

Increase thickness of crusher fines to 6” 18”

Subgrade soil should be firm mineral soil Individual subgrade rocks can which will not absorb crusher fines. Both occasionally extend into the crusher site and soil should be well drained. 12” thick base course of well compacted pit run (river fines within 3” of the surface. cobbles) to replace soft or plastic soils immediately beneath the trail, and improve drainage. On-site material can be used if suitable.

METHOD 2 - Crusher Fines on 3” Minus Crusher Run METHOD 4 - Base Course and Geotextile Underlayment Use on softer soils such as loam, silty sands, and fine silts when the trail receives only Use on expansive or plastic soils and clays (including bentonite and gilsonite) on a dry site when occasional maintenance vehicles. If no vehicular use whatsoever is allowed, this method can the trail is a shared right-of-way with motor vehicles. This method can also be used in a seasonally also be used with expansive or plastic soils and clays (including bentonite and gilsonite). For wet site with little or no vehicular use and low-moderate trail use. The subgrade must be firmly all of these, the subgrade should be above water table (including spring snow melt). compacted.

Increase thickness of crusher fines to 6” 18” Use geotextile underlayment to improve lateral stability 18”

25 12” thick base course of compacted 3” minus crusher run gravel replaces existing soils immediately below the trail surface. 12” thick base course of well compacted pit run (river cobbles) to replace soft or plastic soils immediately beneath the trail, and improve drainage. On-site material can be used if suitable. Crusher Fines - Installation TRAIL DESIGN CONCEPTS

METHOD 5 - Alternatives to Crusher Fines in Wet Areas METHOD 6 - Raised Trail with Log Stringers Crusher fines cannot be used on sites which are often or permanently wet, or which are subjected Crusher fines cannot be used on sites which are often or permanently wet. A raised trail is an to concentrated water flows. Other materials and methods can be used instead, some of which option by using partially buried logs and filling the space between the logs with crusher fines. are listed here. The logs are also held in place by use of 18”-24” wooden stakes driven into the ground at an angle. The surface of the crusher fines are to have a crown in order to drain the water away All methods listed will be engineered per specific location. from the raised path and into swales that parallel the path. On flat terrain, the swales must Side Swales Stone Pavement have periodic breaks away from the path to allow the swales to drain properly and keep the Boardwalk Wood Decking path’s stability in tact. Stepping Stones Causeway Concrete Swale or Path Section Channelization Bridge

Periodic diversion of swale.

Parallel swales to drain water away from raised surface.

Log stringers to create lateral stability and depth for crusher fine surface. Crowned Surface Trail Design Concepts Trail

Native material unless saturated soils require a base course. *Must be engineered per specific site conditions.

Crusher Fines - Installation TRAIL DESIGN CONCEPTS

CROWN ON MINIMAL CROSS SLOPE: Trail Grade <6% Use where there is not enough cross slope to use outslope, the trail grade is <6%, and no heavy or concentrated water flows are expected. Trail Design Concepts

CROWNING THE TRAIL SURFACE Crowning is raising the center of the trail so that water CROWN ON MINIMAL CROSS SLOPE: wet site or trail alignment near fall line is continually drained toward both sides. Crowning can Use where there is not enough cross slope to use outslope, the site receives moderate to heavy moisture which could saturate fines, or when trail grade is within 60% of the cross slope. Where the trail grade is near the fall only be used when both sides of the trail are able to be line, the swales catch water which could instead flow down the trail itself. drained.

Crowning should be used on all trails when the grade on crusher fines surface is 6% or more. For trails designed for wheelchair users, the amount of crowning has to be minimized to 2% to help prevent wheelchairs from CROWN ON WIDE TRAILS AND ON GRADES 6% rolling toward the side of the trail. On trails >6’ in width on grades of 6% or more, water must be drained away from trail surface as quickly as possible. Use an inside swale to catch moderate to heavy flows from above and crown the trail so that surface If super elevation is to be used in certain situation and water on the trail drains off twice as fast( half water goes to each side). it replaces crowning. Each site requires site specific engineering.

Crusher Fines - Surface Crown TRAIL DESIGN CONCEPTS

CUT/FILL CONSTRUCTION Cut and fill construction can be used on cross slopes up to 30% in areas where three conditions are met: -Soils are stable enough to use as fill and can be compacted. -The prospect of revegetation is good. -Vegetation disturbed by the cut and fill is easily replaced. < 10% CROSS SLOPE Cut and fill sections can be alternated with full bench sections where trail side vegetation needs to be preserved. Can be built on any amount of fill

Cut and fill slopes should mimic natural landforms along trail.

Use swale on inside edge when runoff is expected from upslope or when the trail pitches toward hill.

GRADE SPECIFICATIONS Uphill swale Topsoil which covers areas to be cut or filled shall be removed and stockpiled for site restoration. Suitable material as needed removed from excavations shall be used as far as practicable for embankments and backfilling. Excavated materials which Fill slope not to are considered unsuitable and any surplus of excavated material shall be disposed of by contractor. exceed 25% Provide 24” Hard surface shoulder mostly built on Fills and embankments shall be constructed by depositing, placing, and compacting materials of acceptable quality above cut bench the natural ground in accordance with the specification below. Clearing, tree removal, and topsoil removal shall be performed before any embankment is placed.

-Remove and dispose of obstructions and rubbish to a minimum of 12” below subgrade. Compacted fill -Remove trees and stumps to a minimum of 8” below subgrade. -Remove sod to a minimum of 6”.

Trail Design Concepts Trail Geotextile should be used between the crusher fines layer and the top of any fill or embankment.

SITE RESTORATION 28 Topsoil shall be replaced on all fill surfaces and on cut surfaces where possible. Specific plant species is site specific and should be planned in detail as trails details are being completed.

Crusher Fines - Cut/Fill Construction TRAIL DESIGN CONCEPTS

< 20% CROSS SLOPE FULL CUT Try to balance cut and fill, can be all fill if necessary Full cuts must have adequate drainage to ensure that the crusher fines never become saturated

18” Shoulder

Trail Design Concepts Uphill swale Fill slope not to Cut slopes not to as needed exceed 50% Provide 24” exceed 50% shoulder

Rounded corners to blend into ground

Compacted fill NOTE: Round corners of fill to Any Cross Slope Swale on both sides blend with ground Greater than 30% Requires a Full Bench Cut < 20% CROSS SLOPE EMBANKMENT Try to balance cut and fill, can be up to 75% fill if necessary Try to balance cut and fill, can be up to 75% fill if necessary

Uphill swale as needed Provide 36” Fill slopes not to Provide 24” shoulder on exceed 50% shoulder Fill slope not to both sides Compacted exceed 50% embankment

29 Compacted fill

Round corners to blend into ground Round corners of fill to blend with ground Crusher Fines - Cut/Fill Construction TRAIL DESIGN CONCEPTS

0% CROSS SLOPE SLIGHT CROSS SLOPE, PATH SUPERELEVATED AGAINST Form the level of the trail surface 1/2” to 1” above the existing ground level to help ensure that water drains off Required super elevation may pitch the path into the slope. A side swale is needed on the inside edge to keep the trail surface. Unless the site is often wet (such as surface water from seepage or late melting snow), then no downslope water from puddling on the trail or flowing down the path. side swales or special drainage are needed.

Downhill

Path surface should be 1/2” to 1” higher than ground level. Provide appropriate pitch and super elevation on trail surface. Super elevation pitches the path into the slope. Detail of raised trail surface. Side swale needed to catch runoff from uphill and to drain the trail.

SLIGHT OR NO CROSS SLOPE BENEATH PATH, SLIGHT CROSS SLOPE, PATH PITCHED WITH SLOPE PATH AT BOTTOM OF SLOPE Unless super elevation pitches the path into the slope, normal surface pitch should be downslope. If there is If the path is on only a slight or no cross slope at the bottom of a steeper slope, a side swale may be needed to sufficient cross slope, raise the downhill edge of the trail 1/2” to 1” so that water falls off the trail edge. Unless catch runoff from the steeper slope. the site is often wet (surface water), the no side swales of special drainage are needed.

Downhill

Pitch or super elevation pitches runoff downslope.

Side swale needed to catch runoff Design Concepts Trail Form downhill edge of trail surface from uphill and to drain the trail. 1/2” to 1” above ground level. 3330

Crusher Fines - Cross Slope TRAIL DESIGN CONCEPTS

OUTSLOPE, NO INSIDE SWALE Trail surface is outsloped in the same direction as the cross slope. An inside swale is not necessary if you concentrated or heavy flows of water will not reach the trail from above and the trail grade is not above 6%. Trail Design Concepts

Outslope 2% to 4%

Path surface should be 1/2” to 1” higher than ground level. Provide appropriate pitch and super elevation on trail surface.

OUTSLOPE, WITH INSIDE SWALE Trail surface outsloped in the same direction as the cross slope - not into the swale. The swale is needed when concentrated or heavy flows of water can ways onto the trail from above or when the trail grade is 6%. Crowning should be used if the crusher fines surface is more than 6’ wide.

Outslope 2% to 4%

Crusher Fines - Outslope TRAIL DESIGN CONCEPTS

GRADES In general, grades should be kept as minimal as possible. Grades of 3% or less Swales empty into natural drainage. are preferable with grades up to 5% acceptable. Grades above 5% should only Drainage can be crossed in multiple ways, No swale needed due to site be used when absolutely necessary. The maximum grade for crusher fines is 8%. culvert shown. drainage characteristics. Above 8% requires a hard surface. See table below for relationships between trail grades and drainage specifications.

Whenever possible, trails should traverse slopes. To minimize the possibility of site and trail runoff following the trail, the trail grade should not exceed 30% of cross slope at any given point. If it does exceed 30%, Both sides of the trail should have swales (to drain water faster) and grade breaks should be more frequent.

Grades long and steep enough to make it necessary for bicyclists to skid should Swale catches runoff either have a hard surface, be realigned, or have long site lines. from hillside as needed. Avoid steep grades on sharp curves. Minimize the need for higher speed bicycles to brake on curves. Avoid grades exceeding 4% on curves with a radius of less than or equal to 50’. Where a path must curve on a grade, provide long sight lines and transition zone at the top and bottom of the grade. Curves should be superelevated if Trail signs must warn users of a steep downgrade ahead at the tops of 6% grades radius is 100’. and up where length of grade is more than 100’.

Shoulder provided, cut and fill Design Concepts Trail construction as needed.

Grades TRAIL DESIGN CONCEPTS

ASPHALT SURFACE TRAILS METHOD 1 - Asphalt Surface • Specifications for asphalt trails are determined by the Use with good subgrade soils in dry or well-drained areas with low moisture content. subgrade, base, moisture and specific site conditions. • Each proposed trail location must be inspected to

Trail Design Concepts determine the trail type and specs. • Subgrade and base courses must compact to 95% maximum density. • Trail width - 8’-10’ typically with wider section near 12” 2”-3” hot-mix asphalt surface hazard zones. Crusher fines material for drainage • All trail compaction tests and asphalt specifications must shoulder on both sides. Compact and 6” min. aggregate base course (2 lifts); comply with Garrett County’s asphalt specifications. slope away from asphalt surface at 2%. Compacted to 95% • Asphalt thickness varies depending on site conditions. Compacted sub-grade (95%) • Seal asphalt surface in the second year and then 5-8 years after depending upon weather and conditions of surface.

METHOD 2- Asphalt Surface Use with good subgrade soils with more than moderate moisture content.

Crusher fines material for drainage shoulder on both sides. Compact and slope away from asphalt surface at 2%. 12”

2”-3” hot-mix asphalt surface 33 Compacted sub-grade (95%) 6” min. aggregate base course (2 lifts); Compacted to 95% 8” min. porous course of river run or pit run rock with fines. Compacted to 95%. Asphalt Surface TRAIL DESIGN CONCEPTS

< 10% CROSS SLOPE < 20% CROSS SLOPE

Slope not to exceed 3:1 unless rocky conditions exist. Where possible, restore Slope not to exceed 3:1 unless rocky with native topsoil and plants. conditions exist. If possible, restore with native topsoil and plants. Uphill swale as needed depending upon the surface runoff. Uphill swale as needed depending upon the surface runoff.

< 30% TO 60% CROSS SLOPE GREATER THAN 60% CROSS SLOPE

• Stone wall not-to-exceed 4’ in height unless engineered per site. Safety rail or guard rail • Top of wall to meet natural grade. required on all drop-offs • Slope wall toward native hillside. exceeding 30”. • Stone wall engineered per site. • • Top of wall to extend above natural grade. • Slope wall toward native hillside. • Restore topsoil above wall.

Stone wall engineered Uphill swale as needed depending upon the Uphill swale as needed depending upon the surface runoff. per site. surface runoff. Design Concepts Trail

Provide a 12” shoulder to outside edge.

Asphalt Surface -Full Bench TRAIL DESIGN CONCEPTS

FULL CUT EMBANKMENT Trail Design Concepts Stockpile topsoil and replace along cut Provide a 12” shoulder to outside edge of crusher fines on each side of trail. slopes and swales.

Topsoil and revegetation shall be completed on all disturbed surfaces and sloped banks to match existing adjacent vegetation.

Cut slopes not-to-exceed 3:1 unless rocky conditions exist. Slopes not-to-exceed 50% slope. Each lift of embankment material not-to-exceed 6” of loose depth. Each lift to be thoroughly Swales required on both mixed and moistened to full depth and sides of the trail. compacted to 90% density.

Asphalt Surface - Cut/Embankment TRAIL DESIGN CONCEPTS

10% CROSS SLOPE 20% CROSS SLOPE

Uphill swale as needed depending upon the surface runoff.

Uphill swale as needed

Provide 12” Provide 12” shoulder shoulder

Slope not to exceed 2:1 unless rocky Asphalt service built mostly in cut conditions exist. Where possible, restore portion of bench. with native topsoil and plants.

4:1 Slope max. for compacted fill slope 3:1 Slope max. for compacted fill slope

30% CROSS SLOPE

Use native material such as native stone and sod to restore the disturbed areas to blend trail in with the Uphill swale environment as needed Provide 6” shoulder at outside

edge of crusher fines Design Concepts Trail

Slope not to exceed 2:1 unless rocky conditions exist. Where possible, restore with native topsoil and plants. 36

2:1 Slope max. for compacted fill slope

Asphalt Surface - Cut/Fill Bicycle safe catch basin. catch safe Bicycle do to stone wall. Limited horizontalLimited distance Riprap stone at outlet to for high water flows. Use native native Use flows. water high for to outlet at stone Riprap appearance. a naturalistic create to possible when stone the of width 3x the of min. at extend should Riprap culvert. CULVERT - Heavy Flow and Deep Channel - Heavy Flow and CULVERT INLET/LIMITED HORIZONTAL CLEARANCE HORIZONTAL INLET/LIMITED Riprap stoneRiprap outlet at to for native Use flows. water high stone when possible to create a appearance. naturalistic min. at extend should Riprap culvert. the of width 3x the of finished plantingarea. Top of stone 3”+ above 3”+ above stone of Top finished plantingarea. Top of stone 3”+ above 3”+ above stone of Top Culvert Subgrade trail. Culvert 3’ min. 3’ min. Subgrade planting area on each side of of side each on contain contain stone to backfill. Geotextile Geotextile fabric behind Asphalt Surface - Culverts Surface Asphalt Large stone at base of for stability; for of base at stone Large buried. stone base 1/3 of of A min. Large stone at base of for stability; for of base at stone Large buried. stone base 1/3 of of A min. should not be seen. be not should TRAIL DESIGN CONCEPTS DESIGN TRAIL Culvert recessed a min. of 8” and 8” and of min. a recessed Culvert SHALLOW CULVERT - Section SHALLOW CULVERT DEEPER CULVERT - Section DEEPER CULVERT

Trail Design Concepts 37 TRAIL DESIGN CONCEPTS

TRANSFER POINT - No Curb, Ramp or Sidewalk TRANSFER POINT - Curb and Gutter

Trail surface Trail surface

Concrete Concrete Follow ADA & county guidelines for Follow ADA & county guidelines for pedestrian road crossings. pedestrian road crossings. Curb and gutter. Vehicular Surface Vehicular Surface

Concrete and vehicular Concrete and vehicular surface to be flush. surface to be flush. Concrete flush with gutter pan.

Urban Trail Systems To be studied and designed per specific sites in cooperation with the municipalities where they are located.

TRANSFER POINT - Sidewalk, Curb and Gutter TRANSFER POINT - Sidewalk, Curb and Gutter Perspective

Trail surface

Ramped section of sidewalk Trail Design Concepts Trail Sidewalk to meet Follow ADA & county guidelines for County guidelines pedestrian road crossings. Curb 38

Vehicular Surface Concrete and vehicular surface to be flush. Concrete flush with gutter pan.

Concrete Transfer Points TRAIL DESIGN CONCEPTS

DRAINAGE DIP DIMENSIONS DRAINAGE DIPS - Typical Section Use this table of drainage dip profiles to plan and construct drainage dips by trail grade. The values are valid for drainage dips in both outsloped and crowned trails. Trail Design Concepts Trail Length of Length of Depth Length of Grade Backing for Back wall of Dip Ramp Back wall

SIDE SWALE/GRADE BREAKS Use this table to determine the use of side swales and grade breaks based on trail grade.

Grade Swale on uphill side Swale on both sides Minimum grade break spacing Comments

If concentrated water likely If wet site with Washouts along trail length 0‐1% No grade breaks required from above minimal cross slope nearly impossible If concentrated water likely 1200' if cross slope 5%, otherwise More frequent grade breaks 2% If cross slope is 5% from above none required preferred If concentrated water likely More frequent grade breaks 3% If cross slope is 7% 1200' (700' in wetter areas) from above preferred Maximum grade for fines' 4% Required If cross slope is 8% 800' (500' in wetter areas) natural erosion resistance

5% Required If cross slope is 8% 500' (300' in wetter areas) Maximum preferred grade

6% Required If cross slope is 8% 300' (200' in wetter areas) Possible erosion of swales Depth is measured from the top of the finished back wall to the bottom of the finished dip. This 7% Required If cross slope is 8% 150' (100' in wetter areas) Consider hard surface 39 is the effective depth of the drainage dip.

8% Required If cross slope is 8% 100' (60' in wetter areas) Suggest hard surface

9% ‐ ‐‐ ‐

Drainage TRAIL DESIGN CONCEPTS

UNIMPROVED SWALE CROSSING (for all crusher fines trail) UNIMPROVED SWALE CROSSING (for all crusher fines trail) Swale crossings with an unimproved crusher fines surface can be used only if flows are guaranteed to be minimal (no A concrete swale crossing can handle much larger water flows than can an unimproved crossing. Because of its use as more than a slow-moving trickle and only during a moderate to heavy rain). A more concentrated flow will erode the a drainage channel, the concrete should be reinforced with wire or fiberglass and the slab should be at least 6” thick. crusher fines surface. The most common use for unimproved swales is to drain a very limited area from which drainage Concrete is the most durable method of constructing a swale crossing and should be used wherever larger flows are is partially blocked by the trail itself because of crowning or super elevation. The speed of water moving across the swale expected or where the trail is used by bicycles and/or wheelchairs. crossing must be minimal in order to avoid erosion. Wherever physically feasible, crusher fines from the trail should be used as the aggregate in the concrete and the aggregate This type of swale is very much like a drainage dip. For specification and construction, use the drainage dip profiles on the should be exposed. This makes the concrete almost unnoticeable in smaller swales. previous page. The only difference for swale crossings is that the bottom of the swale should be flat so that water moves across it evenly and slowly. Concrete swales can be built in any size. Use the dimensions of the drainage dips on the previous page for smaller swales.

Crown on trail slowly gives way to a flat swale bottom.

STONE PAVING Pedestrian only trails, occasional and sensitive use of stone paving in an appropriate naturalistic location can become an interesting feature along a quiet leisurely pedestrian only trail. This method should be used only on seldom-used trails or where a very rustic treatment is appropriate. A stone swale crossing looks and feels most appropriate when the site is naturally rocky and the paving stones are obtained on site. A variation of this method is to construct a flatter pavement with stone steps at each end.

To give the paving some Design Concepts Trail site context, do not disturb natural nearby rocks. Part of the edge of the stones on the downhill side can be left 40 exposed if desired but the stones must be partially buried in order to keep the structural integrity.

Drainage TRAIL DESIGN CONCEPTS

DRAINAGE DIPS DRAINAGE DIPS - Crowned Trail Drainage dips are small-scale grade breaks used to create a low point in the trail which catches water flowing down and Dips on crowned trails extend all the way across the trail surface and drain either to the lower side or both sides. Dips on diverts it off the trail. They serve as a backup to outslope and crowning of the trail, diverting water in heavy storms or crowned trails are used primarily when the trail grade is approaching the fall line for site drainage and the trail must be other unforeseen conditions. Drainage dips are smaller and easier to construct than grade breaks, so they can be used drained quickly to prevent washout with more frequency. The major disadvantage of drainage dips is that they can be abrupt and severe for high speed users such as bicyclists.

In this example water on The center of the dip is Locate drainage dips on hills where water is likely to flow down the trail, they do no good at the top or bottom of a slope. the trail is caught in the dip level with trail grade but is On outsloped trails, drainage dips drain towards the outside. On trails with little cross slope which are crowned and have Trail Design Concepts and diverted to both sides crowned along with the trail swales on both sides dips drain towards both sides of the trail.

DRAINAGE DIPS - Outsloped Trail To decrease the bump in Water flowing down the dip, the bottom of dip the trail is caught in the is level with trail grade but angled dip and diverted outsloped with the trail off the side of the trail If swale is only on one side, dip will divert water into swale and off the trail Back wall of the dip is crowned Small Grade Breaks for Barrier-free Crusher Fines All edges are rounded Use these in place of standard drainage dips. Because these small grade breaks cannot handle as much water as standard (dashed lines show grade drainage change)

The outflow area is cleared as needed to ensure that water can leave the trail and begin flowing 41 down the cross slope

Drainage TRAIL DESIGN CONCEPTS

BOUNDARY FENCING If an open space trail introduces public traffic adjacent to the formerly private area of residence, the program should offer to STOCK AND SMALLER ANIMAL FENCE construct and pay for a privacy fence. The landowner should be consulted for input on the fence design, but the program Wire mesh on wood posts, mesh will only pay for the amount of the final fence equivalent to can vary. Although three strands the cost of the program’s standard privacy fence. of barbed wire on top are usual for cattle, omitting the center Fencing is also required to retain livestock. Livestock fences strand widens the space between must be designed primarily to retain livestock within the the remaining two wires, reducing proven methods of livestock fencing, choose the most aesthetic chance of deer catching their legs design. Typically, this will use wooden posts with some between strands combination of barbed wire and wire mesh, or high-tensile smooth wire fence.

SPLIT RAIL OR TENONED POST AND RAIL FENCE * Boundary Signs - See Page 21 A two or three rail split fence or a two or three tenoned post and rail STANDARD PRIVACY FENCE fence makes a neighborhood friendly open space boundary fence Solid dog-eared slat fence 6’ high or more, 4” wide slats which works in many areas

HIGH TENSILE STOCK FENCE Smooth high-tensile wires tightly strung create a stock proof fence without barbs. The wire is strong and tight enough to be pushed by cattle without yielding. Heavy

wood posts are placed less often than standard fence Design Concepts Trail posts and intermediate lightweight spacers maintain proper distance between wires. Because fewer holes and posts are needed, high tensile fencing is a lower cost alternative to conventional fencing if the fence has 42 long straight sections.

Boundary Fencing Options TRAIL DESIGN CONCEPTS

GUIDE RAILS HAZARD AREAS Rails are to be used for the safety of trail users where there is more than a 30” vertical drop-off at the edge or shoulder of a hard surface trail or a crusher fines bike path. Railings should curve with the trail and the ends should flange to help tie the rail to the site and to prevent collisions with the exposed ends. Hazard areas need to be determined specifically for each trail Trail Design Concepts and be designed site specific.

LOG GUIDE RAIL

3/4 in. diameter holes #6 Rebar Notched Rail 3”-4” Guide Rail

Steep drop off or slip, Hazard Area

6’ Guide Rail 12” 8”-10” Diameter log

18”-24”

18” min. 43 Steep drop off or slip, Hazard Area

Guide Rails TRAIL DESIGN CONCEPTS

TIMBER GUIDE RAIL - ELEVATION WOOD FENCE RAILING - ELEVATION

8” See Note 3”-4”

#5 rebar, 24” long 2” x 8” rails if posts are 6’ O.C. 6”x 6” min. treated posts 36” 36” 3” x 8” rails if posts are greater than 8’ O. C. Plan View of Do Not exceed 12’ O.C. for posts Shiplap Joint 12” min.

6” lag bolts with washer per shiplap joint Countersunk flush with wood face.

TIMBER GUIDE RAIL - SECTION WOOD FENCE RAILING - SECTION 42” Pedestrian Rail 54” bicycle rail 6” min. treated timbers, 8” preferred 4”

4” Trail Design Concepts Trail

42” 54”

18” 18” 28.25” 14.5” 44 2’ min 3’ preferred

Guide Rails TRAIL DESIGN CONCEPTS

MAINTENANCE SCHEDULE • Year 1 - requires frequent observation/inspection in order to • Each Subsequent Year - The spring snowmelt period will create quickly identify, schedule and repair any surface issues. the most adverse conditions for the trail surface and drainage. The • It is not necessary to stick to a strict schedule as much as it is to saturated soil conditions allow for loosening of the trail surface frequently observe the site for any issues. and washouts during heavy runoff. This is a good time to inspect • The first rain is a good opportunity to test for erosion, drainage, for additional drainage measures and to limit the amount of use wash-outs and future potential issues. on the trails. Heavy use during saturated snowmelt conditions • After the first rain, it is wise to inspect all aspects of the trails can severely damage the trail surface. While inspecting during construction for any failures and repair them as soon as possible. spring, pay close attention to all drainage conditions, soft trail • If there is any major problems resulting from the first storm areas, culverts and erosion. then that problem will become major in time and needs to be • Once the snowpack has melted but prior to vegetation emerging, addressed immediately. once again perform an inspection and compare to the issues • After 2-3 months - or after multiple rains, inspect all aspects of from the snowmelt inspection. This inspection typically has the trails construction and allow for time to repair. blocked swales and culverts, loose surfaces and ruts from bikes • Concentrate on repairing drainage features and surface issues. and snowmobiles. • Revegetation should show signs of growth and establishing roots. • Every 6-8 weeks - during the second usage season and especially If growth is not taking place at this time then revegetion should prior to winter conditions. All repairs must be made prior to be addressed quickly in order to keep erosion from becoming an winter conditions. issue. • Beyond Year 2 - most issues should have been addressed at this • Every 6-8 weeks - during the first usage season and especially point and maintenance should become easier and less extensive. 45 prior to winter conditions. All repairs must be made prior to • Drainage, erosion and revegetation issues should be minimal. winter conditions. • Make a point to inspect structures such as bridges, retaining walls, fencing and signs.

Maintenance TRAIL DESIGN CONCEPTS

PROPOSED PROJECT TYPE OF PROJECT LOCATION PROJECT

1 MEADOW MOUNTAIN New Germany Rd to 495 Improvements to existing trail

2 MEADOW MOUNTAIN New Germany Rd to I-68 Trailhead (T.H.) Improvements to existing trail

3 NATIONAL ROAD/US 40 CONNECTOR Meadow Mountain I-68 T.H. to Casselman Bridge State Park Share-the-road

4 CASSELMAN RIVER ROAD Casselman Bridge State Park to Jennings Abandoned rail line

5 JENNINGS ROAD Jennings to Meadow Mountain Share-the-road

6 RIVER ROAD Casselman Bridge State Park to Meyersdale Abandoned rail line

7 MEADOW MOUNTAIN 495 to Deep Creek Lake State Park New construction

8 MID COUNTY CONNECTOR Deep Creek Lake State Park to Fork Run Share-the-road

9 MID COUNTY CONNECTOR Deep Creek Lake State Park to Sang Run Share-the-road

10 UPPER YOUGH CORRIDOR Sang Run to Oakland to Herrinton Manor/Swallow Falls S.P.'s Share-the-road and New construction

11 LOWER YOUGH CORRIDOR Sang Run to Friendsville Abandoned rail line and Improvements to existing trail

12 YOUGH RIVER LAKE Friendsville to Confluence River route

13 495 CORRIDOR Oakland to Meadow Mountain To be determined

14 TOWN LINKS Parks, schools and neighborhoods to trail network Mixed Trail Design Concepts Trail

Proposed Construction Projects TRAIL DESIGN CONCEPTS

SPECIAL THANKS TO

National Park Service and the Potomac Heritage National Scenic Trail Office Garrett County Land Preservation, Parks and Recreation Plan 2005

Department of Natural Resources and Program Open Space Garrett County Recreational Trails Plan Update 2003 - Pashek & Associates

US Forest Service Garrett County Heritage Plan 2003

Tri-State Corporation, Inc. Garrett County Heritage Area Management Plan 2011 - Peter Johnston & Associates, LLC and Garrett County Heritage Area Management Plan Steering Committee GatorBridge Garrett County Comprehensive Plan 2008 Frostburg State University: Geography Department Landscape Architecture: A manual of Site Planning and Design, Second Addition 1983

Trail Building and Maintenance: 2nd Addition 1981

Trail Design and Management Handbook 1994

Lightly on the Land: SCA Trail Building and Maintenance Manual, Second Addition 2005

Acknowledgments GARRETT TRAILS CONTACT INFORMATION

www.garretttrails.org Pennsylvania Contacts Bud Edmunds - Meyersdale Garrett Trails • [email protected] Cathy McCollum - Confluence PO Box 62 • [email protected] Brett Holler - Somerset Co. Parks and Summerset County Rails to Trails (SCRTA) McHenry, MD 21541 • [email protected]

Michele Gornick - ATA • [email protected]

Show your support for trails in Garrett County, MD by joining the friends of Garrett Trails at www.garretttrails.org. Also find us on Facebook and following us on Twitter. 48

Contact Information The Eastern Continental Divide Loop Trail - 2011