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Designing Roads and Parking AreasParking Area DesignDesign parking areas to provide smoothly flowingtraffic circulation for vehicles pulling trailers. Avoiddead ends and allow the site’s terrain and vegetationto guide the shape of parking areas. Consult Chapter6—Choosing Horse-Friendly Surface Materialsfor information regarding surface options. Thedifference between equestrian parking areas andstandard parking is the size of the parking spaces.Because riders share most trailheads with many users,prevent conflicts by separating equestrian parkingareas from other parking areas. Consult Chapter7—Planning Recreation Sites for more informationregarding separation. If the trailhead accommodateshikers, mountain bikers, or picnickers, providepassenger-vehicle parking spaces. According to WayneIverson (1985), the minimum size for passenger-vehicleparking spaces in recreation sites is 10 feet (3 meters)wide by 20 feet (6.1 meters) long. Make some parkingspaces longer to accommodate longer pickup trucks.Provide accessible parking spaces. Forest Serviceparking areas must comply with the FSORAG. Figure8–5 shows parking area dimensions for standardpassenger vehicles. If nonequestrians in motorhomesfrequent the area, provide spaces for them. Whilemotorhomes fit into equestrian parking spaces, it isbetter to separate the conflicting uses.8Figure 8–5—Parking dimensions and patterns for standard passenger vehicles. Increase the length of parking spaces if they will be used by pickup trucks with extended cabs and long beds. Forest Serviceparking areas must comply with the FSORAG.146

Designing Roads and Parking AreasMost drivers prefer pullthrough parking spaces thatare angled 45 or 60 degrees, because the angledspace is easier to navigate. Experience shows that thisis true for both equestrian and nonequestrian drivers.Consider parking spaces angled at 90-degrees onlyfor nonequestrian parking.If space is limited, consider incorporating backin parking spaces angled at 45 or 60 degrees. Ifangled back-in spaces are used on single-lane roads,locate the spaces on the driver’s side of the road. Asdrivers back into the spaces, they can see obstacleson the inside of the turn more easily. The parkingconfiguration is more obvious when back-in parkingspaces contain wheel stops. Install the wheelstops inthe parking space, 2 feet (0.6 meter) from the end.Parallel parking spaces, while less desirable thanpullthrough spaces, also may be incorporated. Figure8–6 shows an equestrian parking area where spacerestrictions dictated the use of back-in and parallelparking spaces. A separate entrance and exit makethe most efficient use of space. Landscape islandsand exit and entrance signs guide parking.8Figure 8–6—Equestrian parking in restricted spaces.147

Designing Roads and Parking AreasParking Area GradeFor the safety and comfort of riders and their stock,equestrian parking areas need to be somewhat level.This makes it easier to unload stock and gear, tosaddle an animal, or to spend time in mobile livingquarters. Horses or mules tied to trailers are muchhappier standing for an extended period in a levelarea. The recommended grade for a parking area is 1to 2 percent, a comfortable range that allows properdrainage of rainwater and animal urine. Accessibilityrequirements also stipulate grades within this range.with inadequate space. The horse must stand closeto the trailer, making it difficult to saddle the animalproperly and safely. Figure 8–8 shows horses tied to atrailer with adequate staging area.Parallel stallsSlant-load stallsParking Area LayoutThe appropriate parking configuration depends ondrivers’ parking preferences, the number of parkingspaces desired, and the size of the site. In a groupcamp, some riders are satisfied with an open areawhere they can park as they wish. Others preferto have individual camp units, each with its ownparking pad. Because preferences vary, visit withlocal horse organizations to discover their members’preferred configuration for group parking.8Staging AreasPopular equestrian sites need staging areas where itis easy and safe to unload, groom, and saddle stock.This means providing extra length and width inparking spaces. Extra length allows riders to unloadstock and tie them at the rear of the trailer. Extrawidth allows stock to be tied at the trailer’s side.Figure 8–7 shows a rider saddling a horse in an areaFigure 8–7—Saddling a horse or mule requires access to all sidesof the animal, and tight quarters make the job difficult. Notethe difference in the horse trailers. The trailer on the left hasparallel horse stalls, and the trailer on the right has slant-load—orangled—stalls with a storage area behind the partially closed door.Figure 8–8—Adequate space in parking areas makes it easierand safer to saddle and care for horses and mules. They are morecomfortable and are more apt to wait quietly.148To determine the optimum width for parking spaces,consider the trailer width, stock requirements, andspace needed for walking behind the stock. Generally,trailers are 8 feet (2.4 meters) wide. Stock tied to theside of the trailer need about 12 feet (3.6 meters) atthe side of the trailer, if they stand perpendicular tothe trailer. Another 4 feet (1.2 meters) is needed for aperson to safely walk or lead an animal behind tiedstock. Where space allows, add an extra 4 feet foropen doors on neighboring vehicles, for a parkingspace that is 28 feet (8.5 meters) wide. Figure 8–9illustrates parking and staging dimensions for severalvehicle and horse trailer combinations.Determining the length of a parking space with stagingarea is similar to figuring its width. The minimumlength required for safely unloading a horse or mulefrom the rear of a horse trailer with an open door orramp is 15 feet (4.6 meters). Table 8–3 gives lengths ofcommon vehicles and slant-load trailers, as providedby several horse trailer manufacturers. A slant-loadtrailer allows stock to stand diagonal to the sidewallinstead of parallel (see figure 8–7). A gooseneck traileris similar to a fifth-wheel trailer. An extension (thegooseneck) extends over the pickup bed and is attachedto a ball hitch in the truck bed. Vehicle lengths rangefrom a standard pickup truck pulling a two-horsetrailer to a 44-foot (13.4-meter) motorhome towing asix-horse trailer with living quarters and tack room.Because many campgrounds use a garbage service, thelength of a standard garbage truck is provided.

Designing Roads and Parking AreasTable 8–3—Lengths of vehicles, trailers, and a standard garbagetruck. All trailers are slant loading.VehicleLength(feet)2-horse bumper-pull trailer16*3-horse bumper-pull trailer19*4-horse bumper-pull trailer23*6-horse bumper-pull trailer32*2-horse gooseneck trailer26 to 33**3-horse gooseneck trailer28 to 35**4-horse gooseneck trailer32 to 39**6-horse gooseneck trailer42 to 49**Pickup truck15 to 22.5Motorhome32 to 46.5Garbage truck28* Measurements for bumper-pull trailers include the length ofthe hitch.** Measurements for gooseneck trailers do not include theoverhang above the truck bed.Figure 8–9—Optimum parking and staging dimensions for vehicles towing horse trailers.1498

Designing Roads and Parking AreasA 19-foot (5.8-meter) pickup truck towing a bumperpull, two-horse trailer would need a total length of55 feet (16.8 meters) to park and unload safely. Thisincludes a 15-foot (4.6-meter) unloading area pluswalking space at both ends of the vehicle. A fourhorse gooseneck trailer drawn by a 19-foot pickuptruck would need 78 feet (23.8 meters) for parkingand loading. A 78-foot-long parking space coversmost parking and loading needs. Forty-two-foot(12.8-meter) motorhomes pulling six-horse trailerswith interior living quarters may need a space 110feet (33.5 meters) long (figures 8–10 and 8–11). Ifthese long trailers are common or expected in thefacility, provide several longer spaces for them. Iflocal riders commonly use two-horse trailers, providesome 55-foot- (16.8-meter-) long spaces for them.flexibility, an open parking area is appropriate for agroup camp or trailhead. Where possible, locate openparking areas in a large, sparsely vegetated area witha slope no steeper than 4 percent.Figure 8–10—Horse trailers come in many different sizes andconfigurations. Common slant-load gooseneck trailers range fromabout 26 to 49 feet long.Trail Talk8Spatially ChallengedDesigners laying out the Blue Mountain HorseTrailhead near Missoula, MT, had very littlespace to provide rider, pedestrian, and bicyclistfacilities. Local riders wanted parking areas thatwere 30 feet (9.1 meters) wide to accommodatestock tied to the sides of trailers. Doing so wouldhave greatly reduced the number of equestrianparking spaces. To resolve the problem, plannerschose 18-foot- (5.5-meter-) wide parking spacesand provided ample hitch rails nearby. For moreinformation about this trailhead, see Chapter16—Learning From Others.Figure 8–11—Some vehicles carry up to eight horses, containliving quarters, and include storage space.Open Parking AreasSome riders prefer a parking area that does nothave defined parking spaces. This allows driversto arrange vehicles in a manner that best suits theirneeds. When space is plentiful and riders want150Riders want to park facing the exit as they arrive,orienting their vehicles for an easy departure. Theparking area should be large enough for undefinedparking spaces 28 feet by 78 feet (8.5 meters by 23.8meters) and aisles that are 15 feet (4.6 meters) wideper lane. The generously sized parking area willallow many parking configurations. Designers mayplan one parking configuration and riders may parkin a very different way. Figure 8–12 illustrates theplanned configuration for a group camp and howhorse groups, such as 4-H clubs, often park in theallotted space. The impromptu arrangement opensthe center area for the club’s activities.A variation of the open parking area conceptincorporates several small parking areas (figures8–13 and 8–14). The small areas help break up theexpanse of a large parking area and may be moreattractive. In a group camp, having more than oneparking area provides flexibility. A few differentgroups could use the site simultaneously or one largegroup could occupy all the parking areas.

Designing Roads and Parking Areaspwp8upFigure 8–12—Designed parking compared to actual parking patterns.Figure 8–13—A recreation site for three small groups or one large group. An activity area is located inthe center.151

Designing Roads and Parking AreasSmall Parking AreasFigure 8–15 shows a parking concept appropriate forsmall trailheads. The circulation pattern includes aloop turnaround to prevent vehicles from becomingtrapped when all parking spaces are full. Becausethe parking area is not paved, arrows cannot markthe direction of traffic flow. In the United States,designers can use a counter-clockwise traffic flowthat takes advantage of the familiar right-handdriving pattern. Landscape islands guide vehicletraffic and determine parking orientation. Directionalsigns may be a helpful addition, along with wheelstops.8Figure 8–14—A group camp parking area that can be used by two small groups or one large group.152

Designing Roads and Parking Areas8Figure 8–15—Loop parking at a trailhead.153

Designing Roads and Parking AreasParking DelineationBecause paved equestrian parking areas are notrecommended, delineating the parking spacesbecomes a challenge. Many agencies don’t delineateparking spaces. Where delineation is necessary,striping is just one of several alternatives.Trail TalkDelineating With ConcreteIn the Southwest, where plowing and gradingare uncommon, some land management agenciesuse concrete delineators (figure 8–16). Thedelineators are durable enough to resist chippingor breaking when an animal steps on them.Because they are buried in the ground, theywill be damaged if areas are graded. To reducetripping, they are maintained flush with the roador parking surface (figure 8–17). When paintedwith white reflective traffic paint, the markersare easily visible.8Resource RoundupMarking the SpotIn 2002, the San Dimas Technology andDevelopment Center (SDTDC) conducted asearch for ways to designate parking on unpavedand gravel parking areas. The ideal solutionwould reduce traffic and eliminate confusion andother parking problems. The study investigatedwheel stops, striping, construction whiskers, anda soil stabilizer. Designating Parking Areas onUnpaved Surfaces describes the results of thestudy and is available at 14.html.Concreteparking markersFigure 8–16—Concrete markers are used to delineate unpavedparking spaces in some areas of the country.Figure 8–17—A concrete parking marker.154Existing VegetationIf there is natural vegetation in a planned parkingarea, consider preserving it and turning thesurrounding area into a landscape island (see figures8–14 and 8–15). The vegetation visually breaks upthe parking area, and the landscape island can guidemotorized traffic and provide a spot for drainagebasins. Where vegetation is sparse, preserve or planttrees and shrubs along parking area perimeters andin islands. The plantings relieve visual monotony, andthe shade is invaluable in hot weather.

Designing Roads and Parking AreasRoad and Parking Area SurfacesEquestrians frequently ride or stand on interiorrecreation site roads, in parking areas, and onparking pads. Many times these areas are paved withasphalt, chip seal, or concrete—surfaces that are notrecommended for equestrian use. Pavement and stockdon’t mix well because the hard surface providespoor traction for metal horseshoes. Aggregate is therecommended surface for equestrian recreation areas,because it is slip-resistant, doesn’t allow water topool, and is comfortable to stand or walk on.Pavement can be used for exterior recreation siteroads, which often receive more traffic than interiorroads (figure 8–18). Major benefits to pavingexterior roads include minimizing dust and reducingmaintenance requirements. Because horses usuallydon’t use exterior recreation site roads, pavementthere generally doesn’t pose a hazard. If pavedexterior roads lead to trail access points, construct anadjacent, unpaved trail for horses and mules.At a trailhead intended for shared use, apply aggregateonly in the section where riders unload and saddlestock before a ride. Pave the remaining nonequestriansections of the parking area (figure 8–19). ConsultChapter 6—Choosing Horse-Friendly SurfaceMaterials for more information regarding surfaces.8Site host unitFigure 8–18—Pavement should not be used in equestrian areas. Paving the exterior recreation site road is an exception to this rule because stock seldom travel there.155

Designing Roads and Parking Areas8Figure 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 nonequestrianparking area is paved.156

Designing Roads and Parking AreasTraffic ControlAvoid placing barriers that restrict vehicles alongthe perimeters of site roads and parking areas thatare traveled by stock. Barriers in these areas canbe dangerous for stock and riders. Some stock maybecome nervous around barriers, such as woodbollards. This is especially true if the passagewaybetween the bollards is constricted. Attempts to rideor lead a nervous animal through the barrier mayproduce a rodeo. While there are no completelyhorse-safe barriers, a wood or steel railing is suitable(figure 8–20). Make sure barriers have no sharpedges or other potential hazards. Large bouldersappear more natural to a horse or mule and may bean alternative to bollards.Figure 8–20—A horse-friendly steel barrier.8157

Designing Roads and Parking Areas8158

Designing Roads and Parking Areas 8 140 Table 8–1—Turning radii of some common design vehicles, rounded to the nearest 6 inches. * A Policy on Geometric Design of Highways and Streets (AASHTO 2001) ** Architectural Graphic Standards (American I