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b l a c k
diamond
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MoUNtaiN BiKeTRAil GuiDLiNes
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A G U I D E T O L O C AT I N G , B U I L D I N G A N D M A I N TA I N I N G M O U N TA I N B I K E
T R A I L S I N T H E L O W E R S E Y M O U R C O N S E R VAT I O N R E S E R V E
s w e e t
The GVRD is a partnership
of 21 municipalities and
one electoral area that
stretches from the U.S.
border to Lions Bay, and
from Bowen Island to
Langley Township. Its
purpose is to protect and
enhance the quality of life
in our region through the
delivery of region-wide
essential services.
The Sustainable Region Initiative
is our commitment to consider
the future, to care for community,
environment, and economy in
everything we do, and to nurture
partnerships that make our region
great today and even better tomorrow.
The 5,668-hectare Lower Seymour
Conservation Reserve (LSCR) contains
some of the most spectacular diverse
landscapes in the Greater Vancouver
Regional District (GVRD). Its forested
valley, river flood plain and alpine
areas are within minutes of downtown
Vancouver and are easily accessible
from many areas in the Lower Mainland.
Originally part of the Greater Vancouver
Water District’s closed watershed lands,
the LSCR was first opened in 1987 to
provide educational and recreational
opportunities for the public. Today,
LSCR visitors take part in a wide
variety of activities including nature
appreciation, hiking, cycling, mountain
biking, in-line skating, kayaking, fishing,
interpretive programs and various
research and demonstration projects.
The LSCR’s primary purpose continues
to be facilitating public water supply
through both infrastructure and
possible future water storage.
Cover photo courtesy: Sterling Lorence
www.gvrd.bc.ca/sustainability
MoUNtaiN BiKeTRAil GuiDLiNes
A G U I D E T O L O C AT I N G , B U I L D I N G A N D M A I N TA I N I N G M O U N TA I N B I K E
T R A I L S I N T H E L O W E R S E Y M O U R C O N S E R VAT I O N R E S E R V E
NORTH VA N CO U V E R , B .C .
C A N A DA
s w e e t
t
TABLE OF CONTENTS
1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
2 New Trail Site Guidelines . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
3 Guidlines and Methods for Ground Work. . . . . . . . . . . . . 6
4 Technical Trail Feature Construction Guidlines . . . . 10
5 Trail Construction/Maintenance Tools. . . . . . . . . . . . . . 14
6 LSCR Mountain Bike Trail Classifications . . . . . . . . . . . 16
7 Unauthorized Trails and Structures . . . . . . . . . . . . . . . . . 18
8 Temporary Trail Closures . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
9 Trail Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Management Strategies . . . . . . . . . . . . . . . . 21
10 Glossary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
THE LOWER SEYMOUR CONSERVATION RESERVE (LSCR)
LOWER TRAIL SYSTEM
1 Introduction
THE LOWER SEYMOUR CONSERVATION RESERVE (LSCR)
is a unique setting in the system of GVRD recreation areas and has
become a world-class destination for mountain biking.
Commonly known as “The Shore,” this area attracts riders coming
to experience the diverse network of trails and the technical terrain
features. With trails such as CBC, Ned’s Atomic Dustbin, Bottletop, and
Fisherman’s, riders from all skill sets enjoy mountain biking at its finest.
Although there is something for everyone looking to experience the
sport of mountain biking, it is the downhill trails that have gained so
much attention and spawned the genre of “freeride” mountain biking
that is now popular across the globe.
As the sport of mountain biking continues to grow and evolve so does
the need for sustainable management practices within the trail network
and mountain bike community.
The GVRD has developed this booklet to help implement “best
practice” methods and techniques regarding cycling-specific trail
construction, maintenance and management in the LSCR.
The methods and technical information in this booklet have been
sourced from staff experience, communication with stewardship
groups, and the user-group community. The methods outlined in these
guidelines have been field tested and are largely derived from common
construction practices and existing trail features found throughout
the world. Please note that construction methods, materials and types
of features are region specific, and much of the information in this
booklet may not be suitable for all areas and geographical conditions.
Similar to ski hill trail design, it is important to accommodate all skill
levels in your trail network and meet the needs of the community
to ensure a fun, safe and rewarding experience for the visitors to
your area.
|3
2 New Trail Site Guidelines
Other factors to
consider when planning
a trail route include;
user groups, proximity
to other trails, possible
entrance and exit issues,
Search and Rescue
access, availability of
natural construction
materials, etc.
Many factors come into play when the decision to create a new trail
is made. Although the general area is usually known from the initial
decision, the specific choice of line is dictated by terrain, geographical
features, environmental concerns, and type/class of trail desired.
Although any manipulation of the natural environment has potential
ecological impact, line choice and construction techniques can greatly
minimize harm to the environment.
Water is the main concern of trail construction. Inattention to
watercourses may result in trail surface damage, mud pits, trail
braiding, and other negative effects on the environment. If an
interesting feature such as; a very large tree, waterfall, view point, etc.
exists near the proposed route, consider routing the trail close to it to
prevent people from leaving the trail to view the feature and creating a
new line. When creating trails of this nature, understand that although
you may have done everything possible to create a long-term, lowmaintenance route, it will take a couple of years for the trail to work
itself out, and follow-up maintenance will certainly be required. It is
the planning and construction techniques that will determine how
much follow-up maintenance is needed. Although topography and
forest composition will have a heavy influence on the type of trail to
be created and its features, local and technical information is the trail
builder’s greatest asset.
The following definitions describe features of the natural environment
and trail building techniques that must be paid close attention to when
selecting the exact route of the new trail.
ANIMAL DENS AND HABITATS
Search the area surrounding the proposed line for den sites, bird nests,
and other types of animal activity or habitat that may be adversely
affected by a trail.
A BENCH CUT
This very effective and sustainable method should be used whenever
possible, although the terrain will dictate if this style of construction
is possible. Unfortunately, the forest floor of the steep, heavily treed
mountains of southwestern BC is usually filled with root systems and
large rocks making a bench cut trail impractical.
DANGER/WILDLIFE TREES
Identify these trees during the route layout. Dead trees or snags that
may compromise the safety of workers or the public must be removed
from the route prior to construction. There is much criteria involved
in deciding what trees can stay and which cannot, therefore, have a
certified assessor visit the site during the planning process to assist in
route selection and to inventory and mark trees of interest.
4|
FALL LINES (THE NATURAL LINE OF DESCENT)
Never follow fall lines, as the trail surface will deteriorate quickly due
to soil migration and water damage. Use switchbacks when the trail
descends a steep pitch. If the fall line is to be followed for a section
of trail, extensive ground work must be done to prevent erosion and
water damage.
LIVE TREES (fig. 2a)
Never remove live trees unless absolutely mandatory, and never spike
into or utilize live trees where the health of the tree is compromised.
NATURALLY HARD-PACKED OR ROCKY AREAS
Use these areas as much as possible to prevent erosion and minimize
future maintenance demands. A dry creek bed may seem like a good
spot to locate a line as it is hard packed and clear of vegetation, but
there is a good chance that it may flow in the winter months.
THE ORGANIC LAYER OR “DUFF”
This layer is suitable as a riding surface for a new trail, as excavating
down to the mineral soil may sometimes be impractical. This surface
is easily eroded, so it is very important to pay attention to the natural
contours and slopes of the terrain. Visualize the impact water, bicycles
and hikers will have on the natural surface, and plan for problem areas
and how they might be improved.
RED-LISTED SPECIES
Because of the ever-changing list of endangered and threatened plant
species, it is important to understand which red-listed species may be
present in the proposed trail site. Information regarding listed species
and zones can be found at http://srmwww.gov.bc.ca/atrisk/toolintro.
html
ROOTS
2a
Protect roots wherever possible, and either rock in or fill large roots or
heavily rooted sections with mineral soil to prevent wear. Use ladder
bridges to span a heavily rooted section.
TRAIL WIDTH
Construct one metre wide trails only. Known as singletrack, they are
only wide enough to accommodate one rider at a time. Keeping trails
to one metre or less reduces the environmental impact while providing
an enjoyable biking experience.
|5
3 Guidelines and Methods for Ground Work
Terrain and
hydrology will be
the most prevalent
factors in deciding
which methods of
ground work are
to be used.
3a
In areas that are prone to erosion due to steep slopes, loose surface
material or water, ground work is needed to mitigate damage caused
by material migration or water damage. Although “North Shore”style mountain bike trails are usually recognized and defined by their
elevated wooden structures, it is the ground work that will make or
break a trail.
When designing or rehabilitating a trail, pay special attention to the
riding surface over natural terrain. Soil composition, fall lines and water
courses must be the major focal points if the trail is to be sustainable
and enjoyable to use. The methods of construction in ground work
are low-tech in nature, but are the most important aspect of trail
construction and maintenance. Application of ground work is very site
specific and when choosing which method to use, the planner(s) will
have to decide the most practical solution. Factors to consider are; rate
of water flow, available natural materials, and proximity of access for
brought-in materials, and amount of anticipated traffic. Below is a list
of commonly employed techniques in ground work.
BERMS (fig. 3a)
Berms carry riders around sharp corners and provide flow to the trail.
Generally constructed of rock and mineral soil, a berm is a crescentshaped mound that has the rider ride around on the inner slope and
carries him through the corner. The heaviest erosion on a trail usually
is located in sharp corners, and a berm mitigates the problem very well
while providing an exciting aspect to the trail. The shape of a berm
is crucial for maintaining flow and should always be formed with the
highest edge past the apex of the corner.
CROSS DITCHES (fig. 3b)
3b
3c
WATER
FLOW
10 CM MINIMUM
OF COVER
ROCK ARMOURING
PIPE EXPOSED 45 CM
6|
These ditches transport water from one side of the trail to the other
and are easy to clean out in the event of a clog, unlike a traditional
pipe. Cross ditches should be at least 25cm deep and 30cm wide with
the sides shored with 10 X 2 inch cedar boards. However, if the trail is
used often by hikers, then place a piece of removable expanded metal
over the cross ditch to prevent a tripping hazard. Bikes with 26” wheels
(standard size for adult bikes) are able to easily roll over this style of
cross ditch without posing a hazard to the rider.
CULVERTS (fig. 3c)
Culverts transport a small watercourse from one side of the trail to the
other. These applications commonly use 4”-plastic (either PVC or ABS)
pipes buried under the trail surface. Larger pipes are to be used when
the flow warrants. Dig a sump on the uphill side and extend the pipe at
least 45cm on either side of the trail to prevent the pipe from becoming
clogged with debris. Armour the pipe ends with rock to prevent trail
side erosion, and place at least 10cm of cover on top of the pipes.
3d
DITCHING
Use ditching on the trail edge to transport water away from the riding
surface in the same way it would be used on a vehicle road. Ditches
should be at least 20cm deep and 25cm wide. If practical, armour
ditches with rock to prevent the sides from failing and debris from
entering the ditch and restricting the path of water. Tires can damage
ditch lines easily and the resulting damage can cause the ditch to fail.
Place small logs in a manner over the ditch to prevent people from
riding into them and causing damage.
ORGANIC LAYER
LOOSE ROCKS
Although loose rocks on the trail surface pose no real maintenance
or environmental concerns, remove them as they can be hazardous
to riders and make for an unpleasant ride. This is not to say that all
loose rocks must be removed. It would be an arduous task if not almost
impossible to clear a trail of all unwanted rock, but loose rocks with a
diameter of 10cm or more should be removed.
MINERAL SOIL
3e
MINERAL SOIL OR “GOLD DIRT” (fig. 3d & 3e)
Mineral soil is the preferred choice of soils when constructing ground
features. Its ability to pack hard and shed water allows builders to
create a long-lasting riding surface. Sourcing mineral soil can be
labour intensive, as it is usually found underneath the organic layer or
“duff” of the forest floor. Good places to look for mineral soil include
underneath uprooted trees and exposed banks (provided the extraction
does not create a potential erosion hazard). Many times the builder will
have to excavate a small hole or “mine” to source the needed material.
If a mine is necessary, locate it at least three metres from the trail edge
and do not exceed one metre in diameter and one metre in depth.
After the excavation is complete, fill in the hole with loose rock and
cover with forest debris to prevent anyone from unknowingly stepping
into it.
3f
ROCK BOXES (fig. 3f & 3g)
Rock boxes span areas that are prone to soil migration or mud. Flattopped rocks are placed so that they interlock like puzzle pieces and are
encased within a frame of wood such as small logs or 4x4s. This provides
a solid riding surface above the natural terrain that will not erode.
ROCKS WITH
FLAT SIDE UP
MINERAL SOIL
FRAME MADE WITH
DIMENSIONAL LUMBER
OR SMALL DIAMETER LOGS
3g
|7
3h
ROCK WORK (fig. 3h)
This term describes an area where the trail’s riding surface has been
modified to encourage riding over strategically placed rocks to avoid
erosion of the natural terrain. Similar to rock boxes placement, rock
work creates a solid riding surface over sensitive areas. After the rocks
are in place, mineral soil is used to fill in the cracks and solidify the
section.
TRAIL EDGES (fig. 3i)
3i
3j
Define and delineate trail edges using logs, rocks, or other forest
debris. This is especially important in areas that may be prone to
muddy conditions, large roots and areas where multiple lines are easily
ridden. Also define edges in technical sections, so that riders wanting
to go around them can do so without causing trail braiding. Place the
logs, rocks, or debris along the sides of the trail to act as curbs and
keep riders on the designated path. Ensure that the materials used to
delineate the trail edge do not restrict the flow of water and create
blockages and/or puddles. Sometimes the “new” line through a section
becomes more popular and sees more use than the original path. At
this point a decision must be made to either deactivate the new line
to the point where it is no longer recognizable, or, if these options are
sustainable and ecologically sound, adopt the new line and deactivate
the original, or adopt the new line and keep both open as an option
to riders.
TRANSITIONS (fig. 3j & 3k)
Commonly known as “trannys,” transitions lead to and act as the takeoff or landing areas on jumps or drops. Their construction prevents the
natural surface from erosion by riders hitting these areas with force
as they prepare for or land after a jump or drop. These are commonly
created by a three-sided log box filled with rocks and topped with
packed mineral soil. Well-used trannys may be covered with heavy-duty
outdoor carpet to prevent the migration or “punching out” of the
soil. Occasionally, trannys are constructed with lumber in the style of
a ladder bridge. These construction techniques are outlined in the TTF
Construction Standards section.
3k
8|
WATER DIVERTERS (fig. 3l & 3m)
These diverters channel water off the trail surface, and are comprised
of a section of used conveyor belting, usually 30-45cm wide with the
bottom sandwiched between two lengths of 2x4. The bottom is buried
at a slight angle across the trail so that only the conveyor belting is
exposed. The belting will direct water off the trail and allow cyclists to
ride over the pliable belting material. The advantage water diverters
have over a traditional dug out water bar is that they need little to no
maintenance and can be easily ridden over.
3m
3l
DIVERTER AT
SLIGHT ANGLE
TO TRAIL
WATER FLOW
OFF TRAIL
12" RUBBER BELTING
WATER FLOW
OFF TRAIL
2X4 PORTION
BURIED 4CM BELOW
TRAIL SURFACE
ZIP LINES (fig. 3n & 3o)
Zip lines can be used to transport materials such as mineral soil and rock
from a nearby source to a work area that does not have the required
materials on site or minimal impact to the site is desired. A zip line
system is usually comprised of a haul line of nylon rope or aircraft
cable, pulleys, anchors (such as tree stems) and heavy duty pails. Zip line
construction should only be carried out by an individual with rigging
experience, as there are some inherent hazards associated with them.
3n
ANCHOR
3o
PULLEY
ZIP LINE
HAUL LINE
BUCKET
|9
4 Technical Trail Feature
Construction Guidelines
Any TTF deemed
to warrant a black
diamond or higher
rating must have a
route that bypasses
the structure to allow
a novice rider to ride
around without being
forced to negotiate the
TTF. These are usually
referred to as “ridearounds” or “easy outs”.
The North Shore of Vancouver is world famous for its mountain bike
trails. The trails here have set a benchmark in trail construction with
the most recognizable features being the wooden structures found on
almost every trail. Whether it be a simple plank that spans a couple
of fallen trees, an elevated bridge high above the forest floor, or a
dynamic teeter-totter, these structures, along with the lines over natural
terrain have spawned a new style of cycling and have revolutionized
the biking industry. When constructed and placed carefully, these
structures can be valuable assets to trail builders and land managers
because they can be used to protect specific forest areas by taking the
riding surface of a trail over sensitive or wet areas.
Technical Trail Features, or TTFs, are to be constructed in a manner
that provides a challenging cycling experience in the LSCR while
mitigating risks to sensitive areas, wet areas, or areas prone to erosion
or heavy maintenance. Solid construction techniques aid in creating a
sustainable trail and an enjoyable experience for the user. Although
natural materials are most often used in these applications, traditional
construction techniques can translate well to the TTF building methods.
General construction knowledge by the builder is a must to ensure
a solid and sustainable feature of the trail. As trails are assigned a
difficulty rating (green circle, blue square, black diamond etc), select
TTFs can be assigned their own individual ratings.
4a
BRACE (4a & 4b)
A brace supports with diagonal cross members to restrict lateral
movement on elevated structures.
BRIDGE RUNGS (photo #10&5 diagram)
4b
Create rungs made of split cedar or dimensional milled cedar, and no
less than 4cm thick and 7cm wide. Secure rungs by no less than 4 spikes
(2 per side). Natural cedar rungs should be split and placed on the
stringers so that the spikes are hammered through the grain as opposed
to with the grain. Spikes securing rungs should be offset along length
of stringer to minimize the chance of the spikes splitting the stringer.
Bridge rung spacing is to be no less than 2cm and no greater than 4cm.
This allows for water and debris to fall between the rungs as well as
prevent limbs (human and canine) from becoming caught in the gap.
4c
4d
10|
BRIDGE STRINGERS (fig. 4e & 4f)
Use cedar logs no less than six inches in diameter for stringers and
supports. The top of the stringer where the rungs are to be laid must
be flattened to create a better nailing surface. A chainsaw fitted with a
special chain designed for ripping is the easiest way to accomplish this.
If a ladder bridge is to be constructed with a single stringer, the stringer
must be no less than 25cm in diameter with a flattened top, and the
rungs cannot have an overhang of more than 5cm on either side.
4e
2-4 cm spacing
7 cm rung
4cm
CEDAR
Either sourced from natural deadfall or milled lumber, cedar is the
preferred construction material because of its natural resistance to rot
as well as the traction the grain provides in wet conditions.
6 cm diameter stringer
FALL ZONES (fig. 4g)
Clear fall zones on either side of elevated structures to minimize the
risk of injury to riders who are unable to successfully complete the TTF.
Large branches, sharp rocks and other debris that could contribute
to an injury will be removed within one metre of a structure with a
riding surface up to one metre above the ground and two metres for
structures that are greater than one metre high. Please note that by
clearing it is not implied that all vegetation be removed from the sides
of the trail but just removing objects that may pose an obvious hazard
to anyone falling onto them.
4f
4g
GALVANIZED SPIRAL SPIKES
These spikes are the primary fasteners when constructing a TTF because
of their ability to resist rust and hold securely. Galvanized screws can
also be used if the section requires additional strength (such as a
suspension bridge where movement could cause spikes to pull out).
GATEWAYS
Gateways can prevent riders from unknowingly riding onto a more
difficult TTF. A gateway is typically a skinny plank or ladder bridge
(around 15cm wide) leading onto the TTF. It may dissuade novice riders
from getting onto the TTF only to realize it is too advanced or difficult
for their skills. When a low height skinny leads onto a more difficult
section, a gap in the riding surface can effectively warn riders of the
upcoming feature (the gap is usually around 30-40cm). Novice riders
may see the gap as being too advanced and decide not to continue
along the structure.
|11
LADDER BRIDGE (fig. 4h)
Ladder bridge placement is crucial for a trails’ success. If the placement
is selected to protect a sensitive area, wet area, section prone to
erosion, or a creek, it must be constructed low to the ground and wide
enough to negotiate easily. The minimum width for these bridges
should be 60cm with a height not exceeding 100cm. If it is narrower or
higher, riders may either fall off or choose to ride or walk around the
structure, therefore negating the purpose of the span. A typical ladder
bridge is comprised of split cedar or milled lumber decking suspended
by two small diameter logs acting as stringers. If the ladder bridge is
to be built at an angle of greater than 10 per cent, use an anti-slip
material. Although there are many different materials available, a
good choice is textured rubber conveyor belting because it is extremely
durable, provides excellent traction, is easy to apply and has no sharp
edges that may pose a hazard to the rider.
4h
LOGS (fig. 4i)
The logs used to create a “log ride” (users ride on log lengthwise) must
have the riding surface improved either by flattening the top and crosshatching via chainsaw, or covering the surface with a traction-improving
material such as rubber tracking. Any log other than cedar must be
in good condition, i.e., no signs of major rot or decay and the surface
covered with an anti-slip material such as textured rubber belting to
keep water and tires from accelerating deterioration via rot or wear.
4i
12|
RIDING SURFACE
The surface is to be no greater than two metres above the natural
terrain beneath it. As the distance between the rider and the ground
increases, so does the consequence of a fall from that structure.
Although injuries can occur from a fall at of any height, a riding surface
height limit of six feet allows for a challenging experience while
maintaining an acceptable level of risk.
STRUCTURES OVER SENSITIVE OR WET AREAS
Such structures require riding surfaces no less than 60cm wide. Surfaces
with a width less than 60cm create a greater risk of the rider falling off
the structure and compromising the integrity of the sensitive or wet
area thus negating the intent of the structure.
TEETER TOTTERS (4j)
Do not place teeter-totters in a section of trail that is prone to high
traffic because the following rider may run into the structure while it is
tipped the wrong way. Regardless of the teeter-totter width or height,
it must always be accompanied by a ride-around. There are many
different methods of attaching the riding surface (i.e. ladder bridge)
to the support structure (i.e., fallen log) so that a pivoting action is
created. The more simple the pivot, the longer it will last and have less
chance of malfunction. A large flat rock, or other type of strike plate,
must be placed where the ladder contacts the ground on both sides
of the structure to prevent the ground from becoming punched out.
The location of the pivot is crucial. It must be offset enough to allow
the teeter-totter to return to its original position after use, but still tip
early enough so that the rider doesn’t ride off the end before it touches
down on the other side. Research other teeter-totters before deciding
which construction method is right for you. Teeter-totters can be used
as speed restriction devices in areas where speed needs to be controlled.
4j
STRIKE
PLATE
TRACTION (fig. 4k)
Fasten traction materials to surfaces that exceed 10 per cent of grade,
or are prone to poor traction such as a smooth wooden surface that
can become slick in wet conditions. As mentioned in the ladder bridge
section, textured conveyor belting makes an excellent material as it is
extremely hard wearing, is easy to apply and provides excellent grip.
Poultry fencing should be avoided as it can stick up in places and become
a hazard. Scoring wooden surfaces with a chainsaw can also provide
traction where bringing outside material into the site is impractical.
4k
WALL RIDES (fig. 4l)
Usually constructed with milled lumber, wall
rides can be a great addition to a trail and can
be enjoyed by both intermediate and advanced
riders. Please note that wall rides require much
planning as determining the correct curvature
and angles are crucial to the structure’s safety
and enjoyment.
4l
|13
5 Trail Construction/Maintenance Tools
AUGERS (manual or powered) are great for drilling holes in the earth
for support pilings.
CHAINSAWS are essential for cutting support beams, removing
5a
hazardous limbs, and flattening the tops of log rides. Ripping chains are
highly recommended when creating beams or flattening tops of logs as
they are designed for this type of application.
CORDLESS DRILLS can be used to drill pilot holes in support beams
and insert screws.
FALLING WEDGES are used to split Cedar rounds into rungs.
10 GALLON PAILS with strong handles are needed when hauling
mineral soil from a mine or moving rocks from one area to another.
They can also be left to collect water during rain events for use where
water is needed but not easily accessible.
HAND TAMPERS work very well to compact mineral soil on the
riding surface. These tools are designed for compacting sand for the
installation of paving stones.
HAND TONGS (fig. 5a) make transporting small diameter logs much
easier and safer than carrying by hand.
LOG ROLLERS/CANT HOOKS (fig. 5b) are perfect for manoeuvring
logs into position.
MCLEODS (fig.5c) are another double sided tool originally designed
5b
for wildland fire suppression. One side acts as a heavy duty rake while
the other has a flat blade. The top of the tool is flat and can be used to
pack down mineral soil. These tools are quickly becoming a favourite
among trail crews and are standard issue at IMBA trail days.
5c
14|
PRY BARS should be used when manipulating large rocks or logs.
Many shovel handles have been broken this way and because of the
location of the route, it can be a long way to find a replacement.
PULASKIS (fig. 5d) are a double-sided tool with a standard axe blade
on one side and a horizontal blade on the other. They were designed
for wildland fire suppression and are primarily used for breaking
ground and cutting roots.
RAKES are used for smoothing mineral soil and removing loose rock
from the trail.
ROUND NOSED SHOVELS are preferable to square type shovels as
they break ground easier and are better for moving rocks.
SLEDGEHAMMERS are perfect for driving large spikes into timber.
Smaller one-handed sledgehammers or large hammers (min. 20ounce)
are best for driving 4” or 5” spikes into rungs.
STAKES fashioned from split cedar or thick branches are used to
secure bridge abutments.
TARPS are good for protecting your tools from the elements if you
plan to leave a tool cache on site. Green, brown and camouflage
coloured tarps also provide a level of security to a tool cache.
WATER can be used to moisten dry mineral soil and aid in compacting.
WORK GLOVES should always be worn as trail work is 99 per cent
manual labour and blisters can ruin your day.
5d
|15
6 LSCR Mountain Bike
Trail Classifications
Green Circle
Class: Easy/Very Easy
Description: Smooth trail surface either paved or gravel. Any obstacles
such as small exposed rocks or roots are easily avoided or ridden over.
May Contain:
• Small Roots
• Exposed rock
• Level bridges or boardwalk no less than one metre wide
• Grades up to 10%
Blue Square
Class: More Difficult/Intermediate
Description: More difficult riding with steeper grades and obstacles as
well as possible narrow sections with poor traction.
May Contain:
• Rollable drops
• Larger roots
• Larger exposed rocks and loose rocks
• Logs crossing trail
• Loose surface
• Optional stunts such as log rides, ladder bridges, and jumps
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Black Diamond
Class: Very Difficult/Advanced
Description: Very difficult rocky and rooty sections with
numerous natural technical features to avoid or ride
over. Experienced riders only.
May Contain:
• Large drops
• Non-rollable drops and small mandatory airs
• Elevated skinny ladder bridges and log rides
• Very steep slopes
• Rough, uneven terrain
• Sharp corners
• Steep rock faces
• Gap jumps
• Teeter-totters
• A-frames
• Steep planks
• Logs across trail
• Table jumps
• Step-up jump
Double Black Diamond
Class: Most Difficult/Experts only
Description: Extremely difficult. Steep with mandatory
stunts and very rough, uneven terrain. Only very
experienced riders should attempt these trails.
May Contain:
• Very steep, rough sections
• High elevated technical trail features
• Mandatory jumps/gap jumps
• Large drops
• Steep rock faces
• Tight chutes
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7 Unauthorized Trails and Structures
If you do contact the
builder(s), inform
them that there are
many places that need
maintenance and that
you will assist them in
doing so by providing
information and
possibly the needed
materials.
Working closely with stewardship groups such as the North Shore
Mountain Bike Association and IMBA allows land managers to keep
apprised of happenings within the biking community and trail
networks. Stewardship groups, as well as most riders, want their sport
to have a secure future, and many times will alert land managers of
unauthorized construction as it may reflect poorly on the image of the
sport.
If you are made aware of unauthorized construction, address it quickly
as the route may gain in popularity and could become difficult to keep
cyclists from using it.
Unauthorized trails and structures should be dismantled and the
components removed from the site to discourage reconstruction.
Foreign material such as spikes, milled lumber, etc. should be removed
completely, whereas natural components such as logs can be left in the
forest but not close to the site. Ground work should be dug up and
left in a manner that does not allow a bike to ride over it. Be sure to
look for disturbances that may impact water courses or create drainage
issues. Leave a notice on site to inform the builder(s) that their work
has been removed by the land manager and to contact you with any
questions or concerns.
NOTICE
On _______________, the GVRD
removed ____________________
due to lack of authorization and/or
improper building techniques.
INFORMATION: 604-555-1234
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(Example)
8 Temporary Trail Closures
There will be times when it will be necessary to close a trail(s) to the
public temporarily for a variety of reasons. These reasons may include:
high fire hazard, inclement weather, excessive windfall, trail damage;
police activity, etc.
COMMUNICATE THE CLOSURE to stewardship groups and
bordering land managers to keep them apprised of the trail’s status.
PLACE SIGNS at the head of the affected trail(s) as well as any
arteries that feed into it. Text should be kept to a minimum only stating
that the trail is closed and a brief reason for the closure.
Once the decision has
been made to close a
trail, it is important to
be able to convey the
closure to the public as
quickly as possible.
CONDUCT A SWEEP of the trail, if it is safe to do so, to ensure there
is no one within the closed area after the signs are in place.
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9 Trail Management
A sustainable trail is
one that requires little
maintenance. However,
trails will always need
maintenance sooner or
later due to the everchanging environment
as well as the erosion
that occurs from
normal use.
Mountain Bike Trail Management in the
Lower Seymour Conservation Reserve
With the increasing popularity of downhill mountain biking; mountain
bike-specific trails are now being established around the globe to meet
the demands of this growing sport. The North Shore of Vancouver is
known to be the birthplace of this cycling discipline, and the LSCR has a
large number of these trails within its boundaries. History, albeit recent,
has demonstrated that this particular breed of cyclist is not generally
litigious in nature concerning personal injury, but as land managers,
we still must exercise due diligence and provide for the safe enjoyment
of the users. Below are some of the ways that we, the LSCR, work to
protect the visitors of the LSCR lands as well as ourselves.
Maintenance
AN ANNUAL INSPECTION of the entire trail system is to be
performed not only to keep up to date on required maintenance,
but also aid in planning new trails, areas to be de-commissioned,
re-routes etc.
INSPECT STRUCTURES for strength and integrity before allowing
anyone to ride them. Inspect every component for weaknesses by
looking for splits in the wood, rot, and large knots before using. If the
TTF is newly constructed, look for splits that may have been caused
by the driving in of fasteners such as spikes. Try to push the TTF from
side to side and hit every rung with a hammer to ensure there is no
movement of the components. All wood has a natural amount of flex,
but even a large structure should not move more than an inch laterally
when force is applied.
REGULAR COMMUNICATION with stewardship groups and users
in general is a great way to stay apprised of trail conditions as they are
often the first to know. Stewardship groups are often very appreciative
of land manager involvement and are more than happy to provide
assistance and work with managers in creating a sustainable trail
system.
REGULAR TRAIL PATROLS are an essential aspect of trail
maintenance as the sooner required work is noted, the sooner the
maintenance can be performed resulting in fewer user hazards and less
trail damage such as braiding from riders attempting to circumvent the
defect. Patrol trails at least once a week during peak season.
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INDICATORS THAT TRAIL MAINTENANCE IS REQUIRED:
•
•
•
•
•
•
•
•
•
•
•
•
Widening or braiding of the trail.
Soil migration
Water damage
Damage to TTFs i.e. cracked or broken supports, missing rungs,
exposed spikes or nails, excessive wear to riding surfaces, slippery
surfaces, punched out transitions.
Vegetation damage
Loose rocks
Clogged culverts
Muddy areas
Standing water
Bank erosion
Root damage
Fallen trees
Management Strategies
COMMUNICATION with other land managers in our area such as the
District and City of North Vancouver can help with decision making
and planning trail features. Researching methods used by other trail
managers (such as in jurisdictions outside of the Lower Mainland and
Canada, as well as ski hills operating lift access to mountain biking)
is key to understanding how risk issues are dealt with across North
America, and to possibly adapting other methods to suit the LSCR.
CONSTRUCTION GUIDELINES were devised for new trail
construction as well as the maintenance and upgrades to existing
trails. They were compiled based on what the GVRD determined to
be the best means of establishing sustainable trails with a focus on
solid building techniques, safety, environmental protection and user
enjoyment.
A GRANDFATHER CLAUSE may be applied to existing features
of the trail that may not conform to the criteria outlined in these
standards if the feature is deemed to be of sound integrity. If a certain
feature of a trail, e.g., ladder bridge, is of poor initial construction, or
has degraded to the point of concern, it must be removed immediately.
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LOG BOOKS are kept to record needed trail maintenance and are
filled out by patrollers on site. Log book details include date, trail
name, location of required maintenance, materials required for repair,
and name(s) of patroller(s). Notable snags may also be recorded in these
logs. (Example of log below.)
TRAIL PATROL LOG
DATE:
TIME:
TRAIL NAME(S):
WEATHER:
PATROLLERS:
REQUIRED MAINTENANCE
PRIORITY LEVELS (PL)
A- Immediate action required
B- Maintain as soon as practical
C- Include in maintenance schedule
LOCATION
(distance from trail head/landmark)
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DEFICIENCY
PL
PATROLS are done to record needed maintenance and assist users.
Patrols are usually carried out via bicycle by two LSCR staff members
who are proficient trail cyclists. Patrollers visually assess trail conditions
such as trail surface and manmade structures for deficiencies, log
required maintenance and establish a work plan. Patrollers carry Level 1
first aid kits, GVRD two-way radios and a camera.
SIGNAGE is used to direct users to trails that will be within their skill
set and to help them decide what route to take by using the widely
recognized ski-hill style of description: green circles for easy trails, blue
square for intermediate and black diamond for people with advanced
skills. We place signs that include these difficulty markers as well as trail
names at the trail heads. At major entrances, we place large area maps
including the trail names and locations so that the user can identify
their location and plan their ride. We also place signs within the trails
to alert users of advanced trail features and bypass routes.
STEWARDSHIP GROUPS such as the North Shore Mountain Bike
Association (NSMBA) and the International Mountain Bike Association
(IMBA) are made aware of our concerns regarding trail conditions,
user behaviour, events etc. We work closely with these groups to
ensure that any trail maintenance completed by them complies with
our standards. Conversely, new building techniques and sustainability
ideas brought forward by the NSMBA are discussed and considered for
implementation within the LSCR trail network.
VOLUNTEERS working either directly under the supervision of the
land manger or through stewardship groups play an integral role in
the sustainability of a mountain bike trail system. Many members of
the mountain bike community are well-versed in trail construction and
maintenance, and can prove to be a great asset to the land managers
and cycling community.
WEBSITE FORUMS and articles found on sites such as www.nsmb.
com and www.pinkbike.com, are monitored for information concerning
our trails as a large majority of the users frequent these sites. We
participate in these discussions to apprise users of our policies, trail
closures, conditions, etc.
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10 Glossary
A-FRAME – Ladder bridge or planking going up on one side of an
obstacle and down the other with little or no platform in between.
BERM – Berms are usually built up in corners to help maintain speed
and flow of the trail.
BRAIDING – When a secondary route is formed off of a main trail,
generally around a tree or other obstacle such as a muddy section.
Braiding is harmful to tree roots and is not permitted anywhere.
DROP – Vertical drop off, or step down in trail surface.
FLOW – Used to describe the overall connectivity and smoothness of a
trail. A trail with good flow has little or no points that require the rider
to drastically slow down or stop.
GAP JUMP – Jump with no rideable surface between the take-off and
landing areas. Riders must “jump the gap.”
LADDER BRIDGE – A type of bridge usually constructed with log
stringers and small cedar rungs creating the riding surface.
MANDATORY AIR – A section of trail that cannot be ridden over
without jumping or dropping.
ROLLABLE/ROLL-OVER – Typically a rollable section is a drop-off
that does not require a rider to jump or drop because it may be ridden
without the wheels leaving the ground.
RUNG – Split Cedar board or dimensional lumber placed
perpendicularly on top of the stringer and creates the riding surface.
SKINNY – Ladder bridge, plank or log with a riding surface that is
usually less than 18 inches wide.
24|
STEP-UP – Jump with landing area at greater height than
take off area.
SINGLETRACK – A trail section wide enough to accommodate only
one bike at a time; riders must ride single file through singletrack
sections.
STRINGER – Component of bridge or boardwalk underneath the
decking that supports the span.
SWITCHBACK – Sharp overlapping turns in a trail to help decrease
steepness of certain pitches.
TABLE-TOP JUMP – Jump with a level section between and at equal
height of take off and landing areas.
TECHNICAL TRAIL FEATURE (TTF) – Typically known as stunts,
these features are usually constructed using natural or dimensional
lumber to add challenge to the trail.
TEETER-TOTTER – Length of elevated ladder bridge or plank that
pivots in the middle similar to a playground teeter-totter.
TONGUE – Usually a single plank, either milled or natural, that acts as a
down ramp off of a TTF.
TRANNY – A take-off or landing area, generally constructed with Rock,
dirt, or wood, built up to improve run in or run out by providing a
transitional surface between the ground and a TTF.
WATER DIVERTER – Water diverters will usually be constructed of
wood and/or rubber and are installed across the trail to divert water
away from the riding surface.
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Notes
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ex
descent
adrenaline
G R E AT E R VA N C O U V E R R E G I O N A L D I S T R I C T
4 3 3 0 K I N G S WAY, B U R N A B Y B C , C A N A D A V 5 H 4 G 8
W W W. G V R D . B C . C A