roadside facilities on the strategic road...

Roadside Facilities on the Strategic Road Network Public Consultation on Policy Proposals

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Table of Contents

CHAPTER 1 – INTRODUCTION & BACKGROUND ON CONSULTATION ............................................ 5

Introduction ........................................................................................................................................... 5

Background ........................................................................................................................................... 6

Document Structure ............................................................................................................................. 6

How to respond..................................................................................................................................... 7

What will happen next? ........................................................................................................................ 7

Impact Assessment .............................................................................................................................. 8

Consultation criteria ............................................................................................................................. 8

CHAPTER 2: PROPOSED POLICY & CONSULTATION QUESTIONS .................................................. 9

SECTION 1 – POLICY ON ROADSIDE FACILITIES ............................................................................ 9

Introduction ........................................................................................................................................... 9

Definitions ............................................................................................................................................. 9

Background ......................................................................................................................................... 10

Enabling statutory and voluntary breaks for drivers.......................................................................... 10

Influencing Travel Behaviour............................................................................................................. 11

Application of the Circular ................................................................................................................. 11

SECTION 2 – DEVELOPMENT AND PLANNING............................................................................... 12

Introduction ......................................................................................................................................... 12

Policy context...................................................................................................................................... 12

Determining the need for roadside facilities on the Strategic Road Network (SRN) ................... 14

Local and regional planning .............................................................................................................. 14

Planning applications ........................................................................................................................ 14

SECTION 3 – GUIDING PRINCIPLES FOR PLANNING AND DESIGN ............................................ 15

Introduction ......................................................................................................................................... 15

Pre-application discussion ................................................................................................................ 15

Funding of works ................................................................................................................................ 15

Spacing of facilities ............................................................................................................................ 15

Assessing impact & avoiding traffic generation ............................................................................. 15

Impact assessment ........................................................................................................................... 16

Rear access and/or access to other developments .......................................................................... 18

Change of use of redundant roadside facilities................................................................................. 19

Change in type of roadside facilities ................................................................................................. 19

Access and signing ............................................................................................................................ 20

On-line and junction sites.................................................................................................................. 20

Influencing Travel Behaviour ............................................................................................................ 21

Design standards................................................................................................................................ 21

General requirements for fuel forecourts......................................................................................... 24

Quality of facilities .............................................................................................................................. 24

Social and environmental responsibility.......................................................................................... 25

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Equality ................................................................................................................................................ 25

SECTION 4 – ROADSIDE FACILITIES ON MOTORWAYS ............................................................... 25

Introduction ......................................................................................................................................... 25

Spacing on motorways....................................................................................................................... 25

Motorway Service Areas (MSAs), Motorway Rest Areas (MRAs) and Motorway Truckstops (MTs)…………………………………………………………………………………………….25

Motorway Truckstops ........................................................................................................................ 26

Demonstration of need ...................................................................................................................... 28

Ancillary uses...................................................................................................................................... 28

Retail activities .................................................................................................................................. 28

Hotels ................................................................................................................................................ 29

Conference facilities and business centres at MSAs ........................................................................ 30

Coach interchange/park-and-ride/park-and-share at MSAs/MRAs................................................ 31

General.............................................................................................................................................. 31

Coach interchanges .......................................................................................................................... 31

Park-and-ride..................................................................................................................................... 31

Park-and-share.................................................................................................................................. 32

Table 2: Roadside facilities on motorways - features and levels of provision............................. 33

Hours of operation............................................................................................................................. 33

Fuel ................................................................................................................................................... 33

Parking .............................................................................................................................................. 33

Toilets & washing facilities ................................................................................................................ 34

Facilities for parent/carers & children................................................................................................ 34

Retail and minor ancillary uses ......................................................................................................... 34

Food & drink ...................................................................................................................................... 35

Facilities for caravans, motorhomes and other light vehicles towing trailers .................................... 36

Access for other vehicles .................................................................................................................. 36

Design issues .................................................................................................................................... 36

Major ancillary uses .......................................................................................................................... 36

SECTION 5 – ROADSIDE FACILITIES ON ALL-PURPOSE TRUNK ROADS (APTR)..................... 37

Introduction ......................................................................................................................................... 37

Spacing and signing on the APTR .................................................................................................... 37

Trunk Road Service Areas (TRSAs) ................................................................................................. 38

Trunk Road Truckstops (TRTs) and signed truckstops on the local road network........................... 39

Local services in by-passed communities....................................................................................... 40

Rest areas or picnic areas on the APTR........................................................................................... 41

Lay-bys on the APTR.......................................................................................................................... 41

Trading from lay-bys ......................................................................................................................... 41

Roadside facilities on APTRs – features and levels of provision.................................................. 42

Table 3: Signed roadside facilities on APTRs - features and levels of provision ........................ 43

Hours of operation............................................................................................................................. 43

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Fuel ................................................................................................................................................... 43

Parking .............................................................................................................................................. 43

Toilets & washing facilities ................................................................................................................ 44

Facilities for parent/carers & children................................................................................................ 44

Retail and minor ancillary uses ......................................................................................................... 44

Food & drink ...................................................................................................................................... 45

Facilities for caravans, motorhomes and other light vehicles towing trailers .................................... 46

Access for other vehicles .................................................................................................................. 46

Design issues .................................................................................................................................... 46

Major ancillary uses .......................................................................................................................... 46

SECTION: 6 POLICY ANNEXES ............................................................................................................ 46

Policy Annex A ................................................................................................Roadside Facility Signing

Policy Annex B............................................................................................................Parking Standards

Policy Annex C........................................................................................................ Standards for Toilets

Policy Annex D............................................................................................ Design for a Trading Lay-By

ANNEXES

1. Consultation questions and response sheet 2. Partial Impact Assessment

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CHAPTER 1 – INTRODUCTION & BACKGROUND ON CONSULTATION

Introduction

1. The purpose of this consultation is to seek views on the proposed revisions to the Department for Transport’s (DfT) Circular 01/2008, published in April 2008. The revised proposals are mainly in relation to the development of truckstops accessed from the motorway, the availability of alternative fuels and signing. However, given the number of revisions, the Department has also taken the opportunity to repackage the Circular to present it in a more user friendly format. The Highways Agency is managing the consultation process on behalf of the DfT and will be responsible for considering the comments made within the consultation period.

2. The consultation is primarily aimed at road users and organisations having an interest in the development of roadside facilities in England; in particular members of the hospitality industry, road haulage and logistics industry (including operators and drivers) and local authorities, although comments from other interested parties are also welcomed.

3. Views are sought on the following areas of the proposed Circular:

The scope of the Circular – i.e. understanding the circumstances in which the Circular will be applied.

The responsibility of operators for operational matters at roadside facilities – particularly parking charges and penalties.

Mechanisms for encouraging the development and use of new roadside facilities – particularly truckstops both on the motorway and with access to the strategic road network.

Assessing the impact of development and avoiding traffic generation at roadside facilities to ensure that sites do not contribute to congestion.

Mechanisms for improving security for lorry parking.

Policy towards redundant facilities and the need to avoid derelict sites, particularly on motorway locations.

Policy on changing the type of roadside facility.

Methodology used to calculate the number of parking spaces available to ensure enough capacity at sites – particularly for lorry parking.

Mechanisms for retrospective payment of parking charges accrued inadvertently.

Arrangements for the signing of caravan parking at roadside facilities.

Mechanisms for provision of alternative fuels.

Mechanisms for provision of charging points for electrically-powered vehicles.

Recommended spacing of roadside facilities on motorways.

Proposed provisions for signing and spacing (including within the site boundary).

Arrangements for funding signs for roadside facilities.

Proposals for mandatory features and levels of provision at roadside facilities.

Proposals to enable the development of operating centres at motorway truckstops and trunk road truckstops.

4. A summary of the results of this consultation will be published on the Highways Agency’s website within three months of the end of the consultation period.

5. The Highways Agency would like to thank you in advance for taking the time to respond.

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Background

6. Roadside facilities perform an important road safety function by providing opportunities for the travelling public and professional drivers to stop and take a break in the course of their journey. Government advice is that motorists should stop and take a break of at least 20 minutes every two hours.

7. Drivers of HGVs and certain other goods / passenger vehicles are subject to a regime of statutory breaks and roadside facilities offer the opportunity for such breaks to be taken. The DfT’s strategy for lorry parking provision in England aims to improve driver welfare, reduce crime (due to high value cargoes), improve safety for drivers and other road users and increase attractiveness of the industry for the purposes of recruitment and retention.

8. The development of roadside facilities is led by the private sector, however, it is recognised that the current policy, as set out in DfT Circular 01/2008, could be acting as a barrier to the development of roadside facilities aimed specifically at the needs of the road haulage industry, which plays a fundamental role in supporting the economy.

9. The DfT has therefore commissioned a review of the Circular and is now seeking views on the proposed revisions to policy. The opportunity has also been taken to clarify a small number of ambiguities that users have highlighted since the publication of this document.

10. For ease, consultation questions have been set within this proposed policy document. The aim is to obtain a wide range of views so that the resulting policy can be used to facilitate the development of appropriate types of roadside facilities where they are most needed. A summary of the consultation questions are attached (Annex 1).

Document Structure

11. This document contains two chapters and two appendices:

Chapter 1 introduces the consultation and sets out how to respond.

Chapter 2 contains the proposed policy with consultation questions inserted at relevant points (each of the questions is repeated in the Appendix consultation response form). Chapter 2 contains six sections, including a set of policy annexes:

Section 1 sets out some important definitions, background information and guidance on the application of the Policy proposal;

Section 2 describes the policy context and approach to the development and planning of roadside facilities;

Section 3 sets out the guiding principles and policies that will be applicable to the planning and design of roadside facilities;

Section 4 contains specific policies applicable to motorway sites; and

Section 5 contains specific policies applicable to sites on all-purpose sites trunk roads and the local road network.

Section 6 contains four policy annexes:

Policy Annex A Roadside Facility Signing

Policy Annex B Parking Standards

Policy Annex C Standards for Toilets

Policy Annex D Design for a Trading Lay-By

Annex 1: Consultation response form

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Annex 2: Partial Impact Assessment

How to respond

12. We do not intend to acknowledge individual responses unless this is specifically requested.

13. The consultation period began on Tuesday 6 April and will run until Friday 2 July. Please ensure that your response reaches us by that date. If you would like further copies of this consultation document it can be found at www.dft.gov.uk/consultations or you can contact Abbas Abdulla if you would like alternative formats (Braille, audio CD,etc).

14. It would be helpful if you were to use Annex 1 as a basis for your response, but please feel free to make as many additional comments as you wish.

15. Please send consultation responses to:

Mr Abbas Abdulla / Janice Allen

4 Broadway

Broad Street

Birmingham

B15 1BL

Tel: 0121 678 8468

Fax: 0121 678 8211

Email: [email protected]

16. When responding, please state whether you are responding as an individual or representing the views of an organisation. If responding on behalf of a larger organisation please make it clear who the organisation represents, and where applicable, how the views of members were assembled.

17. Information provided in response to this consultation, including personal information, may be subject to publication or disclosure in accordance with the access to information regimes (these are primarily the Freedom of Information Act 2000 (FOIA), the Data Protection Act 1998 (DPA) and the Environmental Information Regulations 2004).

18. If you want information that you provide to be treated as confidential, please be aware that under the FOIA, there is a statutory Code of Practice with which public authorities must comply and which deals amongst other things, with obligations of confidence.

19. In view of this it would be helpful if you could explain to us why you regard the information you have provided as confidential. If we receive a request for disclosure of the information we will take full account of your explanation, but we cannot give an assurance that confidentiality can be maintained in all circumstances. An automatic confidentiality disclaimer generated by your IT system will not, of itself, be regarded as binding by the DfT.

20. The DfT will process your personal data in accordance with the DPA and in the majority of circumstances this will mean that your personal data will not be disclosed to third parties.

What will happen next?

21. A summary of responses, including the next steps will be published following the consultation. Paper copies will be available on request.

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Impact Assessment

22. The Partial Impact Assessment is attached to this document (Annex 2). When responding to the consultation, please comment on the analysis of costs and benefits, giving supporting evidence wherever possible.

23. Please also suggest any alternative methods for reaching the objectives and highlight any possible unintended consequences of the policy, and practical enforcement or implementation issues.

Consultation criteria

24. The consultation is being conducted in line with the Code or Practice on Consultation. The criteria are listed below - a full version of the Code of Practice on Consultation is available on the Better Regulation Executive web-site at:

http://www.berr.gov.uk/files/file47158.pdf

25. If you consider that this consultation does not comply with the criteria or have comments about the consultation process please contact:

Giada Covallero

Consultation Co-Ordinator

Department for Transport

Zone 2/25

Great Minster House

London SW1P 4DR

Email address: [email protected]

The Consultation Criteria:

When to consult: Formal consultation should take place at a stage when there is scope to influence the policy outcome.

Duration of consultation exercises: Consultations should normally last for at least 12 weeks with consideration given to longer timescales where feasible and sensible.

Clarity of scope and impact: Consultation documents should be clear about the consultation process, what is being proposed, the scope to influence and the expected costs and benefits of the proposals.

Accessibility of consultation exercises: Consultation exercises should be designed to be accessible to, and clearly targeted at, those people the exercise is intended to reach.

The burden of consultation: Keeping the burden of consultation to a minimum is essential if consultations are to be effective and if consultees’ buy-in to the process is to be obtained.

Responsiveness of consultation exercises: Consultation responses should be analysed carefully and clear feedback should be provided to participants following the consultation.

Capacity to consult: Officials running consultations should seek guidance on how to run an effective consultation exercise and share what they have learned from the experience.

http://www.berr.gov.uk/files/file47158.pdf

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CHAPTER 2: PROPOSED POLICY & CONSULTATION QUESTIONS

SECTION 1 – POLICY ON ROADSIDE FACILITIES

Introduction

26. This draft Circular describes proposed government policy in relation to roadside facilities on the Strategic Road Network (SRN). The Government acknowledges the importance of long-distance travel by road in England (both for movement of people and freight) and recognises that roadside facilities play an important role in improving safety, efficiency and journey quality. As such, the effective planning and management of strategically important routes and roadside facilities is important for economic wellbeing, quality of life and driver welfare.

27. The Government’s high-level objectives are to encourage economic activity and improve quality of life through safe, efficient and sustainable movement of people and freight. The DfT also has an action plan / strategy on lorry parking provision in England which focuses on driver safety, driver welfare, crime, road safety and anti-social issues relating to inappropriate parking.

28. This document sets out proposed Government policy on the provision, standards and signing of roadside facilities, that will help achieve these objectives. The policy also sets out the role of the Highways Agency in relation to all roadside facilities on the SRN.

29. If adopted this revised proposed policy will supersede previous guidance contained in “DfT Circular 01/2008: Policy on Service Areas and other Roadside Facilities on Motorways and All-Purpose Trunk Roads in England”.

Definitions

30. In administrative terms, the SRN consists of motorways and All-Purpose Trunk Roads1 (APTRs) in England that are managed by the Highways Agency on behalf of the Secretary of State for Transport (other roads in England are managed by local highway authorities). A network map of strategic roads can be found on the Highways Agency website.2

31. Signed roadside facilities include:

motorway service areas (MSAs), including linked sites;

motorway rest areas (MRAs);

trunk road service areas (TRSAs), including linked sites;

lay-bys on the APTR;

motorway truckstops (MTs);

truckstops signed from the motorway (i.e. truckstops that are located on local or trunk roads near to a motorway); and,

trunk road truckstops (TRTs)3.

32. MSAs, MRAs, TRSAs and lay-bys vary in design but are generally available to all road users. MTs, TRTs and truckstops signed from the motorway are roadside facilities that are designed specifically for Heavy Goods Vehicle (HGV) drivers.4

1 APTRs are important strategic routes for long distance and freight travel that area managed by the Highways Agency but which do not have the design standards of a motorway. 2 http://www.highways.gov.uk/aboutus/139.aspx 3 Including some truckstops on local roads that are signed from the all-purpose trunk road. 4 HGVs are defined as general goods carrying vehicles with a revenue weight in excess of 3,500kg. In Europe, the terms “Large Goods Vehicle (LGV)” and “Lorry Park” are often also used to describe “HGV” and “truckstop” respectively – for the purpose of this Circular /consultation , these terms are interchangeable.

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33. Service areas, petrol stations and truckstops that do not reach the required standards set out in this Circular are not eligible for signing and cannot be classified as a signed roadside facility as set out above. In addition, signing will be removed if the facility no longer meets the required standards that were agreed at the time of development. Where signage is to be removed, as a consequence of the facility no longer meeting the required standards or becoming redundant, the costs of removing signage will be recovered from the operator.

Background

Enabling statutory and voluntary breaks for drivers

34. Roadside facilities perform an important road safety function by providing opportunities for the travelling public and professional drivers to stop and take a break in the course of their journey. Government advice is that motorists should stop and take a break of at least 20 minutes every two hours.

35. Drivers of HGVs and certain other goods / passenger vehicles are legally obliged to take a regime of statutory breaks and have additional requirements in terms of security and facilities. Roadside facilities offer the opportunity for professional HGV drivers to take statutory breaks in a secure environment, and access essential services for driver welfare.

36. Importantly, roadside facilities can also offer motorists the opportunity to refuel.

37. The Government’s aim is to encourage greater choice in the provision of service facilities for all road users, allowing all drivers to take frequent breaks to help reduce the number of fatigue-related accidents. The DfT’s strategy for lorry parking provision in England aims to improve driver welfare, reduce crime (due to high value cargoes), improve safety for drivers and other road users and increase attractiveness of the industry for the purposes of recruitment and retention.

38. Many of the policies and guiding principles contained in the previous guidance (DfT Circular 01/2008) have been retained; however, this new Circular clarifies and enhances the guidance on:

The scope of the Circular – i.e. understanding the circumstances in which the Circular will be applied.

The responsibility of operators for operational matters at roadside facilities – particularly parking charges and penalties.

Mechanisms for encouraging the development and use of new roadside facilities – particularly truckstops both on the motorway and with access to the strategic road network.

Assessing the impact of development and avoiding traffic generation at roadside facilities to ensure that sites do not contribute to congestion.

Mechanisms for improving security for lorry parking.

Policy towards redundant facilities and the need to avoid derelict sites, particularly on motorway locations.

Policy on changing the type of roadside facility.

Methodology used to calculate the number of parking spaces available to ensure enough capacity at sites – particularly for lorry parking.

Arrangements for the signing of caravan parking at roadside facilities.

Mechanisms for provision of alternative fuels.

Mechanisms for provision of charging points for electrically-powered vehicles.

Recommended spacing of roadside facilities on motorways.

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Proposed provisions for signing and spacing (including within the site boundary).

Arrangements for funding signs for roadside facilities.

Proposals for mandatory features and levels of provision at roadside facilities.

Proposals to enable the development of operating centres at motorway truckstops and trunk road truckstops.

39. The Government aims to work with the private sector to increase public satisfaction with roadside facilities in terms of their availability, quality and value for money.

Influencing Travel Behaviour

40. The new Circular also seeks to develop new opportunities for travel behaviour change. A collaborative approach is sought with the private sector to identify and implement opportunities to influence travel behaviour – to promote smarter choices and modal shift; reduce congestion; and improve road safety.

Application of the Circular

41. The provisions described in this policy have effect in England only.

42. This policy will be applied to:

planning applications for new roadside facilities that are registered with the relevant Local Planning Authority (LPA) following publication of this Policy;

proposed alterations to, or extension of, an existing roadside facility (e.g. alterations to retail provision, food and drink provision, parking or toilets), registered or submitted to the LPA or Highways Agency following publication of this Policy;

proposed new activities at an existing roadside facility (e.g. provision of entertainment), registered or submitted to the LPA or Highways Agency following publication of this Policy; and,

signing requests, required signing changes, or signing alterations, registered or submitted to the LPA or Highways Agency following publication of the Policy.

Consultation Question One – Application of the Circular

Explanation for proposed policy:

DfT Circular 01/2008 applied in respect of all signed roadside facilities on the SRN that did not have a planning application registered with the relevant Local Planning Authority (LPA) prior to 2 April 2008. The policy also applied to the redevelopment of existing roadside facilities that do not have a planning application registered with the LPA prior to this date, when the gross floor area of a facility increased by 50% or more. However, a wider definition of applicability is required to ensure that all the provisions of the policy are effectively considered.

Although a wider definition is required, this is simply to ensure that all potential issues are given full consideration and to make it clear to developers / operators when it is appropriate for them to reference the guidance. The original 50% criteria was found to have little relevance and has been removed because even in circumstances where the gross floor area does not increase by 50% the policy provisions for use, parking spaces, toilets etc. may still be applicable.

Question – Does the wording in paragraph 42 make it clear where this policy will be applicable? Are there any circumstances where the policy should or shouldn’t be applicable? Do you have any evidence to support your response?

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43. The provisions of this policy are not retrospective and will only be relevant when changes are proposed. Any planning applications for new (or modifications to existing) roadside facilities registered with the relevant local planning authority prior to the date of publication of this policy document will be considered under the previous Circular 01/2008.

44. It is recognised that constraints on land availability at some existing sites mean that it might not be possible to meet all of the requirements of the policy when redevelopment of the whole site or a given element takes place. Where this issue arises, compliance will become a subject of negotiation with the Highways Agency, who will then take a view on the suitability of the site and the development proposals.

45. To ensure operators continue to provide the services originally proposed, the Highways Agency could seek to declassify facilities that no longer meet the requirements applicable at the time that the signs were approved/introduced, with the potential to remove signage from sites completely, with associated costs recovered from the operator.

SECTION 2 – DEVELOPMENT AND PLANNING

Introduction

46. This section describes the policy context and approach to the development and planning of facilities.

Policy context

47. The following planning acts together set the framework under which local planning authorities are to consider applications for the provision of new and existing roadside facilities:

Town and Country Planning Act 1990

Planning and Compulsory Purchase Act 2004

Planning Act 2008

48. The Secretary of State for Transport is designated as a statutory consultee for all roadside facilities on the SRN – and the Highways Agency exercises this function on his or her behalf, giving advice on applications in respect of road safety and traffic management issues.

49. In addition, the power to grant access from the highways to all roadside facilities is given under:

Highways Act 1980 (Sections 62, 112 & 115)

Planning Act 2008

50. The provision of traffic signs for service areas is also governed by:

Road Traffic Regulation Act 1984, and

Traffic Signs Regulations and General Directions 2002

51. The Government, through the Highways Agency, has an interest in new and existing sites, in relation to motorway safety and traffic management.

52. The current approach taken by Government is that the private sector should take the initiative in identifying and acquiring roadside facility sites and seeking planning consent from local planning authorities, aside from when in conjunction with a Nationally Significant Infrastructure Project (NSIP).5

5 Information on NSIPs can be found on the Infrastructure Planning Commission website http://infrastructure.independent.gov.uk/

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53. Operators of both new and existing roadside facilities, whether leased from the Government or privately owned, must comply with the requirements of Government policy.

54. Operators have responsibility for all other operational matters at roadside facilities, including pricing and staffing levels.

Consultation Question Two – Operators’ Responsibility (& Parking Charges)


To-date, the operators have been responsible for all operational matters including pricing and staffing – as per paragraph 54. In general, this provision applies to pricing of food and retail or staffing levels, and there is no doubt that market forces should determine these issues. However, there has recently been a significant increase in the number of complaints made regarding the pricing and charging systems used for overnight parking at motorway service areas. There are also concerns about the charging structures for overnight parking at truckstops, and this has consequences for driver safety and welfare, as well as creating displaced parking issues.

Concern has been raised whereby should drivers inadvertently park for more than 2 hours without prior payment (e.g. if they fall asleep while resting) they may become liable to penalty charges that are disproportionate to the problem caused.

Unlike other operational matters, the issue of parking and encouraging people to rest while driving is inextricably linked to road safety and there is concern that penalty charges could discourage drivers from taking appropriate rest breaks.

It has been suggested that the policy for future MSAs should seek to prevent this problem.

Later in this draft policy (as a footnote to Table 2) the following text has been suggested: “Charges for parking beyond the 2 hour period should be clearly displayed at regular intervals in the parking area, at the entrance to the amenity building and inside the amenity building on easy-to-read, well lit, signs set at eye level – minimum font of 100 is recommended for display of charges. In addition, consideration should be given to not charging for parking between 12am and 6am when demand for spaces is less prevalent.” It is suggested that this clause will apply for all parking types (including lorry parking at Motorway Truckstops). Another issue regarding parking charges, which is being consulted upon by way of this consultation question, is the alteration of parking charges with regards to overstaying the free 2 hour period and the appropriate mechanism for payment of subsequent charges. This issue has been brought to the attention of the Agency via numerous complaints from road users, and as such, the Under-Secretary for Transport has committed to reviewing the matter with operators.

Currently, roadside facilities offer 2 hours free parking, with penalty charges in place for vehicles that exceed this limit. The Agency’s appreciates that there needs to be a balance between the turnover of parking spaces and ensuring that drivers can relax and rest before continuing their onward journey.

As a consequence, it is proposed that all new roadside facilities should allow retrospective payment of standard parking charges and to prohibit penalty charges in these instances, while maintaining a duty for operators to set parking charges at a “reasonable” level. This would mean that where a driver inadvertently over-stays the 2 hour limit and leaves the site they would be able to pay the normal parking charges at a later date. If these parking charges were not paid, or a driver deliberately over-stays the free 2 hour threshold, then penalty charges should come into force.

Opinions are sought through this consultation as to the whether this would be an appropriate approach.

Question – Are operators’ responsibilities, as set out in paragraph 54, appropriate? Would it be appropriate for the policy to address the issue of penalty charges for car and lorry parking more directly than that proposed? If so, how should this be achieved? Do you have any evidence to support your

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response?

Determining the need for roadside facilities on the SRN

Local and regional planning

55. DfT Circular 02/2007: Planning and the Strategic Road Network6 endorses the Highways Agency’s role as a consultee in the planning system. Any roadside facility proposal will need to comply with the policy set out in that Circular.

56. The Highways Agency will provide input to Local Development Frameworks (LDFs), assisting local planning authorities to consider whether there is sufficient provision of signed roadside facilities serving the SRN by taking account of traffic flows and the need for drivers to stop for a break and re-fuel at regular intervals. Developers can expect that proposals that are compliant with policy and in accordance with the LDF will, in most cases, be granted approval, unless material considerations indicate otherwise.

57. The Highways Agency will also, when asked, provide input on the need for new signed roadside facilities to assist in the review of regional strategies.

Consultation Question Three – Encouraging Development of New Roadside Facilities


It is clear that there are gaps on the SRN in the provision of roadside facilities because in some circumstances developers have been unable to obtain planning permission. As a consequence of this, in some areas of the country, there is a shortfall of parking and facilities for lorries in particular.

The aim is for the Local Development Framework process to identify the most suitable site choices in the early stage of the spatial plan-making process, having consulted with the local community, stakeholders and key agencies (of which the Highways Agency is a statutory consultee).

Opinion is sought as to whether there are any other mechanisms that should be considered to facilitate the development of new roadside facilities.

Question – What is the role of Government, if any, in the role of promoting roadside facilities? How should the LDF process be used? Should any innovations in policy be defined to allow roadside facilities to come forward easier? Do you have any evidence to support your response?

Planning applications

58. In assessing any application for a new roadside facility, the Highways Agency will consider the impact of development on the SRN alongside the needs of all road users. In addition to considering the potential road safety benefit, of a service area in reducing driver fatigue, the Highways Agency will need to be satisfied that the:

access and egress to the roadside facility can be provided safely;

access and egress conform to Departmental standards; and,

development will not have a materially adverse effect on the capacity, performance or operation of the SRN.

6 www.dft.gov.uk/pgr/regional/strategy/policy/circular207planningandstrategic

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59. The Highways Agency will assess the impact of any roadside facility proposal on traffic flow and safety. It may oppose particular developments when the location is considered unsuitable, where, for instance, there are existing capacity or infrastructure constraints.

60. Roadside facility proposals must also be weighed against the achievement of other policy objectives for the SRN. DfT Circular 02/2007: Planning and the Strategic Road Network7 sets out how the Agency are to participate in the planning process, and as such, any planning application for a roadside facility must taking into account Circular 02/2007. However, the local planning authority will be responsible for determining the planning merits of any proposal.

61. In assessing any new roadside facility, the Highways Agency will also consider the impact of any initiatives aimed at influencing travel behaviour at the site.

SECTION 3 – GUIDING PRINCIPLES FOR PLANNING AND DESIGN

Introduction

62. This chapter sets out the guiding principles for planning and design of roadside facilities on the SRN.

Pre-application discussion

63. Local planning authorities and developers are encouraged to discuss with the Highways Agency at the earliest opportunity any proposals to:

develop new roadside facilities;

redevelop or refurbish existing roadside facilities (either in-part or in-full);

extend roadside facilities (either on existing sites or through linking sites);

change the use of existing roadside facilities (either in-part or in-full);

undertake new activities within existing roadside facilities; or,

sign roadside facilities (either new or replacement signs).

Funding of works

64. The full cost of any works within the motorway or all-purpose trunk road boundary (including traffic management), will be met by the developer by means of an agreement with the Secretary of State under Section 278 of the Highways Act 19808. Slightly different arrangement for signing are in place, refer to Section 6: Policy Annex A for more details.

Spacing of facilities

65. The requirements for spacing of roadside facilities are different for those serving motorways compared to those serving APTRs. The limited access to motorways and the restricted opportunities for stopping or alternative uses, require a more structured approach to roadside facility provision, as such, policy on appropriate spacing of facilities is contained in the following sections below;

Chapter 4 - Roadside facilities on motorways; and,

Chapter 5 - Roadside facilities on all-purpose trunk roads.

Assessing impact & avoiding traffic generation

66. Roadside facilities should only provide facilities needed to serve people using the SRN in the course of a journey. As such, there is a presumption against approving, allowing access to, or

7 www.dft.gov.uk/pgr/regional/strategy/policy/circular207planningandstrategic 8 Guidance on S278 Agreements can be found at www.dft.gov.uk/pgr/regional/strategy/policy/guidancesection278highwaysact

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signing of, any development of a roadside facility that is likely to generate additional new journeys, additional traffic or a net increase in overall vehicle mileage.

67. It is therefore important that the Highways Agency is consulted on any proposal affecting an existing or proposed roadside facility. Developers/operators must also ensure that their proposal is fully compliant with national planning policy and equality legislation, and seek planning approval in the normal manner where required.

68. If operators wish to make changes to their sites, they will need to confirm that their proposals conform to the policy set out in this Policy and in Circular 02/2007. This should be done by approaching the Highways Agency with details of the proposal.

69. Where the proposal is for an unsigned facility on an APTR – the application will be dealt with through the Highways Agency’s role as consultee in the planning system (with regard to Circular 02/2007). Please note that, in these circumstances, the provisions of Table 3 do not directly apply, however, they may be used as a reference to illustrate preferred features and levels of provision.

70. An unsigned facility may be proposed, for example, if the developer is unable to provide all of the mandatory facilities that are required. However, it should be noted that the proposed policy only applies to signed facilities.

Impact assessment

71. Where the proposal is for a signed roadside facility that departs from the policy provisions of this Policy, an impact assessment will be required to determine acceptability. An impact assessment will enable the Highways Agency to make an informed decision about the impact of a proposed departure from policy on the SRN.

72. The main focus of an impact assessment will be to demonstrate to the Highways Agency that proposals will not generate new journeys, additional traffic or a net increase in overall vehicle mileage. The onus will be on the developer / operator to demonstrate that additional journeys / additional mileage will not be attracted to the network as a consequence of the proposed development.

73. It is recognised that truckstops in particular may need to diversify to remain economically viable. The impact assessment process should be used in such circumstances to demonstrate the impact of proposals. Notwithstanding this, an impact assessment should not be used by developers as a way of bringing forward unsuitable development proposals at an existing or proposed roadside facility.

74. In addition, proposals should not negatively impact on the quality of the customer experience or the delivery of the essential services.

75. Operators of existing signed roadside facilities and promoters of new signed roadside facilities will be required to carry out an impact assessment, when proposing the following departures from policy:

any proposed activity that is not specifically permitted under this policy; or,

permitted activity on a scale greater than that allowed for by this policy.

76. However, the production of an impact assessment in support of a departure from policy does not guarantee that the Agency will find the proposals acceptable in terms capacity, operation or safety terms.

77. To reiterate, there will be a presumption against any proposed development at a roadside facility that is likely to generate additional new journeys, additional traffic or a net increase in overall vehicle mileage, but such development will be subject to an impact assessment. Notwithstanding

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this, the impact assessment approach cannot be used to attempt to justify activities that are specifically prohibited under this policy. In addition, it should be noted that the impact assessment approach will have time and cost implications, and may not result in planning approval being granted.

78. The impact assessment will be evidence-based and its scope/content should first be agreed with the Highways Agency. As such, early consultation with the Highways Agency to discuss the scope/content is encouraged.

79. Proposals that provide overall benefits and otherwise meet with the Highways Agency’s approval will be allowed, subject to the grant of planning permission (if required) and a formal agreement between the Highways Agency and the operator, which may be subject to a monitoring and review arrangement. Any agreement could be secured through a planning condition attached to a site’s planning permission.

80. The level of detail required within an impact assessment will be proportionate to the scale of change proposed.

81. Where a transport assessment (TA) or transport statement (TS) is required to accompany a planning application, a separate impact assessment may not be required – provided that all relevant impact assessment issues are covered within the TA/TS.

82. If any adverse impacts could occur as a result of the proposal, operators will be required to demonstrate how the undesirable affects will be mitigated to the Highways Agency’s and planning authority’s satisfaction.

83. More detailed guidance on content of impact assessments is contained in the “Roadside Facilities Guidance on Impact Assessment”9.

Consultation Question Four – Assessing impact & avoiding traffic generation


The primary function of the SRN is to facilitate long-distance transportation of people and goods. Roadside facilities are signed from the SRN on the basis that they will provide essential services to such road users. Where a roadside facility is located in an appropriate site, the potential risk to safety that is created by additional accesses and egresses onto the strategic road network is balanced by the improvement to safety resulting in refreshed and alert drivers, as well as reductions in crime, improvements in driver welfare and driver safety.

However, any development of a roadside facility that is likely to generate additional new journeys, additional traffic or a net increase in vehicles mileage has the potential to have a negative impact on road safety and on the operation of the SRN – particularly on the smooth running of traffic on the motorway network.

Firstly, traffic on the road would increase and junctions would become more congested (and therefore potentially more dangerous). Secondly, increased patronage by local customers might place pressure on capacity at service areas, which could discourage drivers from stopping there to take a break during a long journey.

Furthermore, Government planning policy on retail and town centres is designed to support the viability of businesses in cities, towns and local centres. The development of a roadside facility into a destination in its own right that is likely to generate additional new journeys, additional traffic or a net increase in vehicles mileage could undermine this wider policy aspiration. In addition, the Agency has

9 A revised version of ‘Roadside Facilities Guidance on Impact Assessment’ is currently being prepared to support this Circular.

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concerns about sites that generate a significant amount of retail traffic.

The original Circular 01/2008 used the term “destination in its own right” to describe the development of a roadside facility that generated traffic. This was found to be slightly confusing and a need to remove ambiguity was identified. This section of the new Circular has largely been reworded to set out a presumption against approving, allowing access to, or signing of, any development of a roadside facility that is likely to generate additional new journeys, additional traffic or a net increase in vehicles mileage on the SRN as a whole.

This presumption applies equally to all types of roadside facility; however, there may be an argument to suggest that facilities on the APTR (rather than on motorways) may sometimes wish to diversify uses to make the roadside facility viable. This argument may be particularly relevant to Trunk Road Truckstops and Truckstops signed from the motorway.

As such, where there is a proposal for a roadside facility that incorporates other uses, such as significant retail facilities, the application will need to be supported with an Impact Assessment, that will need to demonstrate that additional journeys / mileage will not be generated on the SRN as a whole, and will need to seek planning approval for such uses in the normal manner where required.

The Impact Assessment process has been made simpler within this revised policy whereby less detail will be required for smaller development proposals and may not be needed at all where a transport assessment (TA) or transport statement (TS) is being submitted.

Question – Do you think that allowing roadside facilities to diversify into other markets is appropriate given that it has the potential to increase congestion and affect the reliability of the network? Do you have any evidence to support your response?

Rear access and/or access to other developments

84. Under normal circumstances, rear access roads connecting a roadside facility to the local road network will not be acceptable.

85. Where, exceptionally, an access is agreed, the Highways Agency will expect operators to enter into arrangements to ensure its use is restricted to staff, deliveries, emergency services and agents and staff of the Highways Agency acting on behalf of the Secretary of State for Transport.

86. If a connection to the local road network is needed to facilitate deliveries and staff access, the associated service yard and parking area should normally be physically segregated from the main parking areas and circulatory roads by the provision of a permanent vehicular barrier that is fit for purpose. However, mechanisms should be put in place to ensure ease of access for emergency vehicles and Highways Agency Traffic Officers.

87. Access to other developments (which are not ancillary to the needs of travelling road users) through roadside facilities, is not permitted under any circumstances.

88. All sites should be provided with a secure boundary fence to prevent unauthorised access by pedestrians and/or vehicles from adjacent roads and/or land.

Consultation Question Five - Security


Security is a key issue for operators and users of roadside facilities. Issues at truckstops have been raised at a European level with a steady increase in theft of high value cargo and vehicles being

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reported. During 2008, the recorded value of loss to the industry due to road freight crime in the UK (both loss of vehicles and loads) was around £84.5 million.10

Current policy does not refer to the need for additional security (such as CCTV, gate control and perimeter fencing) although it does require provision of a secure boundary fence at all sites. This basic fencing is required to prevent sites being used as unofficial junctions with the SRN and avoid other problems (e.g. animals straying on the motorways or inappropriate pedestrian short cuts). However, research has shown that the potential demand for higher levels of security may be strong.11

The revised policy now permits the provision of high security parking for HGVs (see tables 2 & 3 later in this document). The option of making this provision mandatory was considered – however, this was felt to be too onerous a proposition for smaller operators which may not be located in areas of high demand for secure sites. Nevertheless, comments are invited on this issue.

Question – What will the impact of this policy proposal have in terms of provision for high security parking for HGVs? Should a different approach be adopted? Do you have any suggestions or evidence to support your response?

Change of use of redundant roadside facilities

89. Through its role in the planning system, the Highways Agency will oppose any alternative use of a roadside facility with direct access to the SRN if it ceases to operate.

90. To avoid the creation of a derelict site, local planning authorities will be advised to include a condition that requires sites to be returned to agricultural use or otherwise rendered compatible with the surrounding landscape.

91. The Highways Agency reserves the right to remove all accesses to redundant sites on the SRN and to restore the former highway boundary where necessary.

Consultation Question Six – Redundant Facilities


The aim of this policy is to avoid the worst-case scenario of a roadside facility being left unused and becoming derelict. This is particularly relevant at motorway sites where other uses would be prohibited. For sites on the trunk road, this policy will often be included as a condition to the planning application to try and ensure that locations that are particularly important sites for a roadside facility (generally because there are few other facilities in the area and there are concerns about future alternative land availability) are not redeveloped as an alternative use.

Question – How should the Highways Agency deal with redundant roadside facilities? Do you have any evidence to support your response?

Change in type of roadside facilities

92. A change in roadside facility type from a MSA to a MRA or MT will not be permitted where this will have a negative impact on recommended spacing of service areas on the network. A change of roadside facility type from a MRA to a MT may be acceptable if the spacing recommendations for MSAs are unaffected and there are no safety disbenefits.

93. Any proposal to change a roadside facility type from a TRSA to a TRT, or vice versa, will be dealt with on a case-by-case basis, with due regard to local circumstances.

10 TruckPol Annual Report, 2008 11 Lorry Parking Research – Market Research with Freight Drivers, Highways Agency, Sept 2008

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94.

Consultation Question Seven – Change in type of roadside facilities


Circular 01/2008 did not include policy on the change in type of roadside facility, however, the new provisions that allow the development of motorway truckstops means that there is a need to ensure that a change of use does not result in a reduction of facilities for general motorists. The aim is to deliver a network of motorway service areas at the desired spacing set out in Section 4. However, should the change in type of a motorway service area to a motorway truckstop be permitted this would mean the loss of services and parking for general motorists (because motorway truckstops are closed to non-HGVs).

It is worth noting that the extension of lorry parking provision at a current MSA site would be favourably considered where it was shown that demand for such spaces exceeded supply.

An option to prohibit any change of facility type was considered unnecessarily restrictive; however, comments are invited on this issue.

Question – Is the policy on changes in the type of roadside facilities appropriate? In addition, do you have any evidence to support your response?

Access and signing

95. As set out earlier, there is a presumption against approving, allowing access to, or signing of, any development of a roadside facility that is likely to generate additional new journeys, additional traffic or a net increase in overall vehicle mileage.

96. The Highways Agency will also not agree to the provision of accesses or signing to roadside facilities on the SRN unless they meet the standard range of minimum requirements set out in Tables 2 and 3 “Signed roadside facilities features and levels of provision”.

97. Operators will be required to enter into a Traffic Signs Agreement with the Highways Agency which will reflect policy contained in this Circular, including the mandatory features and levels of provision. If operators do not observe these conditions, action can be taken to ensure compliance.

98. In the event that facilities at an existing signed roadside facility (or signed by-passed community) change – without the prior approval of the Highways Agency – such that the minimum criteria are no longer met, the Highways Agency reserves the right to remove all signing.

99. It will not be possible to incorporate signing for other uses into the standard signing for roadside facilities, as per the standards laid down in the Traffic Signs Regulations and General Directions (TSRGD) 2002 as amended or replaced.

100. Section 6: Policy Annex A details the signs that should be used for each type of roadside facility.

101. All traffic signs and markings within roadside facilities should conform to the standards laid down in the Traffic Signs Regulations and General Directions (TSRGD) 2002 as amended or replaced.

On-line and junction sites

102. For safety and operational reasons, there is a presumption in favour of on-line sites for roadside facilities.

103. However, a junction site may be considered in circumstances where it can clearly be demonstrated that the construction of an on-line site would have an adverse impact or could not be delivered due to planning, operational or environmental constraints.

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104. Proposals for MSA, MRA or TRSA sites (or signing) that lie beyond, or are remote from a junction of the motorway or APTR will not generally be supported or approved. Details of signing policy for TRTs and truckstops signed from the motorway are set out later in this document.

Influencing Travel Behaviour

105. Operators are encouraged to support Government aspirations for sustainable development and travel behaviour – particularly in respect of road safety and travel reduction. A travel plan for roadside facility staff will be a requirement for new facilities, while existing facility operators are also encouraged to develop travel plans.

Design standards

106. In considering issues affecting the SRN, traffic flow and safety considerations are of great importance. Any access provided direct to the SRN must conform fully to the Design Manual for Roads and Bridges (DMRB) and any other relevant Departmental standard.

107. It is important to avoid significant adverse impacts on the functioning of the SRN – such as congestion or slowing on the main carriageway. Proposals for new roadside facilities should not unduly hinder efforts to improve road performance through better network management.

108. Advice on these aspects should be sought from the Highways Agency.

109. The Government believes that good design should be the aim of all those involved in the development process. Those promoting roadside facility schemes should demonstrate that they have taken account of the need for high standards of design and the diverse needs of their customers in formulating their proposals.

110. In design terms, roadside facilities schemes should:

incorporate vehicle accesses and means of circulation that are safe, clear to motorists and professional drivers, and avoid vehicle congestion;

apply the relevant Departmental standards when designing service area accesses and internal layouts;

subject proposals to the formal road safety audit procedures set out in the Design Manual for Roads and Bridges (DRMB);

respond sensitively to both the site and its setting, including the existing landscape and other physical features, and take account of the purposes of any designation that may cover the site or the surrounding area;

create character and identity within the site by the careful design of spaces and buildings and the relationship between them;

minimise the visual impact of the development on its surroundings;

ensure that all traffic signing (including road markings) for drivers using the site complies with the TSRGD;

be able to show that the proposal will cause no detriment to the safety or convenience of road users or those wishing to use the facility;

achieve building design and site layout that takes account of the needs of all users, including provision of safe wheelchair accessible pedestrian routes between all parking areas and amenity buildings;

incorporate buildings that are safe, environmentally friendly and energy efficient so as to maximise sustainability and minimise environmental damage and waste;

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ensure the sensitive design and siting of lighting schemes with the aim of minimising light pollution and light-spill onto adjacent roads, whilst ensuring that public areas are well lit;

give due consideration to the need for security for lorry parking, ensuring that there is adequate lighting and taking account of lines of sight from occupied buildings;

have regard to relevant National or European standards/guidelines on security and quality where possible.

111. Future customer demand/capacity should be a consideration within the design process.

Consultation Question Eight – Future demand and capacity


Although it does apply to provision of toilets and facilities, the main area for consideration of future customer demand/capacity is in the area of parking provision.

Section 6 Policy Annex B sets out the calculation used to establish the minimum parking provision at motorway service areas and motorway truckstops. The calculation uses the Annual Average Daily Traffic (AADT) figures for the motorway – the provision of car and HGV spaces is based on 0.5% of the AADT for light vehicles and 0.5% of the AADT for HGV and Coaches respectively.

In order to illustrate the application of current minimum parking calculations, a worked calculation has been undertaken:

Location – M25 Junction 10 (Cobham)

In 1990, the estimated Annual Average Daily Traffic (AADT) at the site was 65,034 cars and 12,730 HGVs and coaches. If we applied the current minimum parking standards this would require 320 car parking spaces and 64 HGV spaces. However, we know that traffic levels have grown since 1990 and the flows during 2007 were estimated to be 78,236 and 15,021 for cars and HGV respectively. Consequently, the calculation for the required number of parking spaces would suggest that in 2007 a motorway service area would need to provide for 391 cars and 75 HGVs.

[Data extrapolated from DfT Transport Statistics Bulletin 2009]

In this busy location, the difference in spaces required between the years is 71 car spaces and 11 HGV spaces. Therefore there may be an argument to suggest that in order to prevent undersupply in future years the basis for calculating the parking allowance should use a forecast of future traffic flows.

Although the current Circular 01/2008 states that “future customer demand/capacity should be a consideration in the design process”, there is no detail provided about how this should be interpreted. One option would be for sites to be required to provide enough parking for the expected level of traffic 15 years ahead.

The other related issue is whether the 0.5% figure sets the minimum parking available to the correct level. In certain locations, particularly for lorry parking, there is an undersupply of parking spaces and existing MSA facilities are often full by early evening which increases the likelihood of inappropriate parking and/or drivers breaking statutory break requirements when they are turned away and have to keep driving.

Equivalent percentage figures apply to different types of vehicle, for example, provision for caravans/motorhomes/vehicles with trailers is based on a 0.015% of light vehicle flow. Another option for future sites would be to raise or lower the percentage figures set out in Policy Annex B.

It should be noted that these are just minimum figures and operators/developers are encouraged to provide more parking in areas of high demand – however, both the availability and cost of land can be a barrier to provision in certain areas. A balance is therefore needed between insisting on a high level of

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provision and the practicality of providing the requirements.

For the purposes of this document we are retaining the 0.5% (and other proportions) level, but we recognise that this may not be satisfied and that this level may need to change or a different approach put forward.

Question – What ‘future year’ issues should be taken into consideration when designing new roadside facilities? Should the 0.5% figure be reconsidered or does it generally give a good indication of the required number of spaces? Are there any alternative approaches that should be considered? Do you have any evidence to support your response?

112. A bridge or underpass connecting facilities on opposite sides of a motorway or trunk road will not be permitted.

113. The operator/designer of roadside facilities should reach agreement with the Highways Agency on the most appropriate method of controlling traffic and the layout of parking areas within the site.

114. The internal layout of new roadside facilities and proposed amendments to existing layouts must be subjected to a full Road Safety Audit carried out in accordance with the DMRB.

115. Operators/designers should give due consideration to the appropriate design and location of specialist parking spaces e.g. spaces for caravans, recharging areas etc.

116. The access/egress arrangements for new and redeveloped roadside facilities must accommodate all types of vehicle permitted to enter the site, including abnormal loads.

117. The access/egress arrangements for new and redeveloped roadside facilities must accommodate all types of vehicle permitted to enter the site, including abnormal loads.

Consultation Question Nine – Caravan Parking


Roadside facilities should be accessible to all road users, and the facilities provided should reflect the users being provided for. As such, dialogue with stakeholders has identified that the signage for caravan parking spaces is inadequate at roadside facilities resulting in displaced parking, vehicle conflicts and in some instances, vehicles not being able to stop at the roadside facility due to the configuration of the internal layout meaning that vehicles are routed straight back onto the SRN.

It is important that parking spaces for caravans are clearly signed upon entry to the roadside facility to ensure ease of vehicle flow, improve safety within roadside facilities and to reduce vehicle conflict as a result of inadequate signing. Dialogue with the relevant stakeholders and road users has identified that poor caravan parking signing can lead to vehicles making dangerous manoeuvres in order to find the appropriate parking within a roadside facility, with subsequent safety implications for vehicles and pedestrians.

As a consequence, it is proposed that this policy promotes improved signage for caravans within the internal layout of roadside facilities. Due to the specialist nature of caravan parking, it is important that these spaces are clearly signed and designed accordingly. Whilst no retrospective action can be taken against operators who do not clearly sign caravan parking, there are clear benefits for doing so.

Question – Is the change in policy with regard to caravan parking signage arrangements appropriate? Do you have any evidence to support your response?

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General requirements for fuel forecourts

118. Petrol filling stations are only permitted a retail facility that is limited in scale and genuinely ancillary to the sale of fuel.12

119. Operators must provide air and water, and are encouraged not to charge for this service.

Consultation Question Ten – Alternative fuels


To date, there has been no reference to alternative fuels or provision for electric powered vehicles in the development of roadside facilities, despite increasing trend in their use and the obvious environmental benefits they present.

The revised policy (by way of this consultation question, and in Tables 2 and 3) encourages operators of MSAs and TRSAs to:

Provide a range of fuel types, including alternative fuels where possible;

Designate parking bays with recharging facilities for use by electric powered vehicles, for which payment may be levied; and

Consider provision of facilities to enable electric powered vehicle transfer (i.e. on-route exchange of un-charged vehicles for charged vehicles) or the exchange of used and charged fuel cells.

Operators are encouraged to provide a wide range of fuels, including LPG, bio-fuels and electric recharge/exchange facilities. Facilities for the provision of alternative fuels should be located appropriately within the roadside facility, although it is inevitable that the location will be determined by the location of electricity supply or the safe storage of flammable fuels within the site, and as such, locations will vary on a site by site basis and will not necessarily be confined to fuel forecourts, The installation of points where alternative fuels can be provided reflects the changes in wider Government policy with regards to the climate change agenda and the promotion of the use of sustainable fuels.

The need for this policy change arises from the pace of change in this vehicle sector and the recognition that current policy would hinder operators in adapting to demand for electric vehicle recharge and exchange.

The option of just enabling recharge or battery exchange, as opposed to vehicle exchange, was considered, however, the technological developments in this field are in the early stages and there is no clear understanding of the likely popularity and demand for such services. The suggested option reflects this uncertainty and aims to retain the scope for operators to be flexible and accommodate demand. However, comments are invited on this issue.

Question – Is the change in policy with regard to alternative fuels appropriate? Do you have any evidence to support your response?

120. Operators are expected to provide assistance at pumps for disabled travellers, including opportunities for payment.

Quality of facilities

121. Roadside facility operators should endeavour to provide high-quality facilities at all times – including levels of hygiene, service, catering, seating etc.

12 See Planning Policy Statement 6: Planning for Town Centres www.communities.gov.uk/publications/planningandbuilding/planningpolicystatement11

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122. Improved standards at motorway roadside facilities may be promoted through the mechanism of a European / national quality award scheme. Participation is likely to be voluntary, but the operators are encouraged to take part. Such a scheme is likely to include security, quality and equality issues as consistent factors.

123. Results of approved quality award schemes should be displayed prominently within the amenity building and may also be displayed on sign 2917 of the TSRGD or its future equivalent (see Policy Annex A).

Social and environmental responsibility

124. The Highways Agency expects operators of roadside facilities to conduct business in a socially and environmentally responsible manner and to act in the best interest of their customers, staff and the wider community.

125. Operators should be aware of the impact of their business on the environment and should behave in an environmentally responsible manner e.g. promoting sustainable waste practices, minimising energy consumption and ensuring the premises and surrounding environment are clean, safe and secure.

126. Customers should be able to choose from a range of healthy food options, with products sourced from local providers wherever possible. However, facilities should not become a destination for local produce and should not result in an overall increase in vehicle movements on the road network,

Equality

127. Operators of both new and existing roadside facilities in England are required to ensure that their sites are fully accessible to all, regardless of ability, race, gender, faith, age or sexual orientation. All roadside facilities are required to comply with all applicable equality legislation.

SECTION 4 – ROADSIDE FACILITIES ON MOTORWAYS

Introduction

128. This chapter sets out specific policy related to roadside facilities on the motorway, namely:

motorway service areas (MSAs);

motorway rest areas (MRAs);

motorway truckstops (MTs).

129. MSAs are the most common type of roadside facility on the motorway network catering for all users. MRAs are generally smaller in nature and their focus is on providing opportunities for rest; as such, refuelling facilities are not required on site. MTs are dedicated facilities catering specifically for lorry drivers.

Spacing on motorways

130. Policy on the spacing of roadside facilities on motorways needs to balance the road safety benefit of allowing drivers regular access to services with any potential detriment to safety, traffic flow and the environment.

131. A summary of criteria for roadside facility spacing on motorways is included in Table 1 within Consultation Question Eleven.

Motorway Service Areas, Motorway Rest Areas and Motorway Truckstops

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132. The strategic goal is to develop a network on the motorways of MSAs which are located around 28 miles (45km) or 30 minutes’ travelling time13 apart, whichever is the lesser. This criterion should be the principle determinant for site allocation within local planning authority Local Development Frameworks (LDF).

133. The absolute minimum acceptable distance between roadside rest facilities on the same route is 12 miles, regardless of whether those facilities are MSAs, MRAs, or MTs.

134. Three criteria for MSA/MRA/MT spacing have been identified. Where the spacing between existing MSAs, or between an MSA and the start/end point of the motorway, is:

i. Less than 40 miles: a detailed demonstration of need will be required for proposed service area sites (as set out in paragraph 142). Such sites may provide the range of facilities of either a MRA,MSA or MT.

ii. 40 miles or greater: a detailed demonstration of need will not be required. Sites must provide the required range of facilities for a MSA.

iii. Greater than 60 miles: in this situation, there will be an additional requirement not to locate sites closer than 20 miles together.

135. The preference will be for sites to be located roughly halfway between MSAs. Should an off-centre site be proposed, operators/developers will need to demonstrate that the site is more suitable than a centrally located site in either operational, safety or spatial planning terms or in its ability to meet a particular and significant need in the case on an MT.

136. In all circumstances where competing sites arise, operators are advised to submit a detailed demonstration of need to support their application.

137. As a matter of principle, MSAs, with the exception of linked sites (see paragraph 177) and MRAs will retain the need to provide lorry parking – irrespective of proximity to other lorry parking facilities.

138. Detailed criteria on mandatory features and levels of provision required for MSAs and MRAs are set out in Table 2.

Motorway Truckstops

139. Applications for dedicated truckstops on the motorway network will be considered in the context of existing and/or proposed lorry parking facilities, and will be determined on the basis of merit in each individual case.

140. As set out at Paragraph 132, the minimum acceptable distance between any two roadside rest facilities on the same route is 12 miles. However, MT applications that would prohibit the future construction of a required MSA (based on spacing recommendations set out in paragraph 132) are unlikely to be supported.

141. The Highways Agency will advise local planning authorities on the demand for MTs and input into the LDF process as required (see paragraph 56).

142. Detailed criteria on mandatory features and levels of provision required for MTs are set out in Table 2.

13 Median average inter-peak travelling time.

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Consultation Question Eleven – Spacing on Motorways


Drivers are encouraged to stop and take a break of at least 20 minutes every two hours. Drivers of HGVs and certain other goods / passenger vehicles are required by drivers’ hours’ legislation to take a break at specified intervals. Research has shown that up to 20 per cent of accidents on monotonous roads (especially motorways) are caused by tiredness. However, roadside facilities introduce new on- and off-motorway movements that have their own safety implications, and may disrupt the free flow of traffic. As such, the aim is to minimise the number of junctions while still providing essential rest facilities. Put simply, it is preferable to have large facilities that are well spaced rather that numerous small facilities that create unnecessary on-off motorway movements, safety risk, additional signing requirements and potential delay on the network.

The current DfT Policy (01/2008) contains a requirement for new sites to be located roughly halfway between MSAs and for there to be only one such site, irrespective of the actual distance between existing services. It therefore suggests that one core MSA site could be located between two current core MSA sites if they were 80 miles apart – however, in these circumstances it would be preferable for two MSA sites to be provided.

Feedback from users of the previous guidance suggested that the wording used to describe the need for a “core” network, the definition of “infill sites” and the requirements for an impact assessment were also unhelpful. To clarify policy, the notion of “core sites” and “infill sites” has been removed and the wording amended to more clearly set out policy aspirations in different circumstances.

In order to minimise the burden on operators seeking to demonstrate need for a new site the proposed policy states that a detailed demonstration of need will only be required in locations where the spacing between existing MSAs, or between a MSA and the start of the motorway, is less than 40 miles. The “Roadside Facilities Guidance on Impact Assessment” will be re-written to ensure parity with the proposed Circular in due course.

The original policy also included a minimum spacing of 12 miles between MSAs – this aims to minimise the impact on traffic flow and safety of additional junctions on the motorway and also seek to ensure that existing MSAs remain commercially viable. The same minimum spacing of 12 miles is suggested for MTs – however, it is worth noting that this minimum would not currently apply between an MSA/MRA and a MT. This is to enable linked sites to be developed where MSA/MRAs are associated with a nearby MT.

There is also a need to limit development alongside motorways and motorway junctions to mitigate the impact of strategic roads on the environment. This applies particularly, though not exclusively, to open countryside and areas of planning restraint such as National Parks, Areas of Outstanding National Beauty (AONBs), the Green Belt and sites that either are themselves, or may affect, Sites of Special Scientific Interest (SSSIs).

Table 1: Motorway Roadside Facility Spacing Summary

Existing spacing between facilities

Facility type permitted

Detailed demonstration of need

Resultant minimum spacing

Less than 40 miles MRA, MSA or MT Required 12 miles

40 miles or greater MSA Not required. 12 miles

Greater than 60 miles MSA Not required 20 miles

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Where there is a proposal for a site that doesn’t accord with spacing requirements this would need to be considered as a departure from policy, and as such, would need to be dealt with through the impact assessment process.

Question – Are the minimum spacing requirements, as set out in Table 1, appropriate? Do you have any evidence to support your response?

Demonstration of need

143. A clear and compelling need and safety case must be demonstrated for MSA/MRA/MT proposals situated on a link with spacing between existing MSA sites of less than 40 miles.

144. Individual cases will need to be treated on their merits, and it is not possible to prescribe a comprehensive list of the factors which it might be appropriate to consider in every case. There are, nevertheless, a number that are likely to be of importance in virtually all cases. Planning authorities therefore will be expected to have considered at least:

the distance to adjoining roadside facilities;

travel time;

evidence (such as queuing on the roadside facility approach roads or lack of parking spaces at times of peak demand) that nearby existing roadside facilities are unable to cope with the need for services;

evidence of a genuine safety-related need for the proposed facilities (such as, for example, a higher than normal incidence of accidents attributable to driver fatigue);

whether the roadside facility is justified by the type and nature of the traffic using the road; (the need for services may, for example, be lower on motorways used by high percentages of short-distance or commuter traffic than on those carrying large volumes of long-distance movements or heavy freight movements).

Ancillary uses

Retail activities

145. The Government is committed to the principle of discouraging roadside facilities on the motorway that generates new journeys, additional traffic or a net increase in vehicle traffic on the SRN, as a result of retail or other activities. A modest degree of retail development is permitted, so that it may serve the needs of road users, but not so that it attracts customers from the local area.

146. The maximum retail sales floorspace permitted is therefore 500m2 (net internal area)14. Additional areas may be used for retail storage, but there shall be no public access and sales shall not be permitted from these areas. No trading or display of goods is permitted in the aisles, corridors or circulation areas.

147. Where new roadside facilities are proposed for locations on opposite sides of the motorway, 500m2 of retail space will be permitted at each MSA/MRA site, provided customers are not permitted to cross the motorway to reach facilities on the opposite side.

148. At existing sites that are linked by a footbridge or underpass, retail floorspace provision will be limited to 250m2 per side and customers should not be required to cross the motorway to reach essential facilities.

149. Where floorspace provision in excess of 250m2 per side is proposed at such sites:

14 Retail uses include all trading activities other than catering outlets preparing food and drink for consumption on the premises.

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any existing footbridge or underpass connecting the sites must be taken out of normal public use with a view to removal at an appropriate time;

a full range of services (including toilets, and hot substantial meals between 6am and 10pm) must be available and open at each site.

150. Neither retail trading nor catering facilities will be permitted on bridges connecting two sides of a roadside facility site.

151. The floorspace restriction is set at a level to allow roadside facilities to provide an adequate range of facilities to serve the travelling public. It has no direct correlation with traffic flows. Therefore, a MSA/MRA situated at a junction and which serves traffic using both carriageways is permitted only 500m2 of retail floorspace.

152. Operators are encouraged to provide a range of alternative catering outlets that would increase the choice available to road users. Catering outlets preparing food and drink for consumption on the premises are not included within the retail floorspace maximum. The seating area associated with catering outlets is also excluded from the retail floorspace maximum.

153. There is to be no sale or consumption of alcohol anywhere on the premises, or the ancillary facilities located within a MSA, MRA or MT.

Hotels

154. Roadside facilities are permitted to provide a hotel offering overnight accommodation for drivers/passengers.

155. When located at an on-line site, hotels are expected to only serve traffic using the side of the carriageway on which the hotel is sited, unless a dedicated link road to the other side of the facility is provided.

156. Overnight accommodation is to serve road users on the way to their destination, and will not be permitted if they would generate new journeys, additional traffic or a net increase in vehicle mileage on the SRN. Hotels will be permitted to provide dining facilities.

157. Hotels will be required to provide one parking bay per two hotel bedrooms in addition to the parking provision required for the service facilities. No additional parking would be required for Truckstops.

158. An impact assessment will be required for any proposal that exceeds the above criteria.

Consultation Question Twelve – Hotels


Existing Policy (Circular 01/2008) permitted the development of lodges. The terminology has changed to hotels and any new motorway truckstop is also permitted to provide hotel accommodation for drivers using the site.

The parking provision for hotels at MSAs is based on the notion that during the night the main car park will be underutilised and hotel visitors will be able to use this space for overnight parking. No additional parking would be required for Truckstops.

It is worth noting that neither motorway service areas nor motorway truckstops are limited by a maximum number of parking spaces and are able to determine this based on market demand.

Question – Is this approach to hotel parking at motorway roadside facilities appropriate? Do you have any evidence to support your response?

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Conference facilities and business centres at MSAs

159. Operators are permitted to develop a modest conference facility or business centre at an MSA, where the proposal is supported by an acceptable impact assessment.

160. The impact assessment would need to demonstrate sustainability for a proposed new facility in that either that no new trips would be generated on the SRN, or, if there would be, that overall vehicle mileage would be reduced.

161. Approval could only be granted if the MSA was shown to be an appropriate location for such a facility. It is unlikely that an MSA located close to a major settlement would be granted approval for a conference facility or business centre, as it would be likely to attract business from established centres and draw traffic onto the road network from the local area.

162. Any conference facility or business centre should have additional parking spaces (approximately 0.75 spaces per delegate) and dedicated toilet facilities in adequate numbers.

163. The Highways Agency will not normally approve any proposal that would cover a net internal floor area of greater than 200m2.

Heavy goods & passenger operating centres

164. Motorway roadside facilities should not be used as “operating centres” for the purposes of the Goods Vehicles (Licensing of Operators) Act 1995 or the Public Passenger Vehicles Act 1981. However, as part of the consultation process with this policy, these restrictions may be relaxed at motorway truckstops, subject to an impact assessment.

Consultation Question Thirteen– Operating Centres


The issue of use of truckstops being used as operating centres has been raised by the internal consultation process. As such, the revised Policy introduces guidance on using roadside facilities as “operating centres” for the purposes of the Goods Vehicles (Licensing of Operators) Act 1995 or the Public Passenger Vehicles Act 1981.

Operating centres are the vehicle base and haulage transfer points for the road freight industry. Drivers are able to leave laden or un-laden HGVs at the site and return to their residence in a regular vehicle – as such the sites have the potential to generate both HGV and cars trips.

In certain circumstances, it may be appropriate for operating centres to be located on the APTR in association with TRTs – i.e. where the use does not result in under-provision or loss of truckstop parking or facilities, where safety is not compromised and where facilities could result in a reduction in vehicle mileage.

Equally, operating centres might be an appropriate use at motorway truckstops, where it can be demonstrated that all appropriate mandatory features and levels of provision will be fully available and that all highway operational and safety concerns have been considered, as well as not generating any additional miles on the SRN. In addition, operating centre at motorway truckstops may help make some truckstops become more economically viable.

As such, the suggested policy approach for use of roadside facilities is subject to impact assessment at both motorway truckstops and trunk road truckstops, but prohibited at all other signed roadside facilities.

Question – Given the need to ensure the smooth running of both motorways and trunk roads; is this approach to operating centres appropriate? Do you have any evidence to support your response?

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Coach interchange/park-and-ride/park-and-share at MSAs/MRAs

General

165. The Highways Agency recognises that, because of their location between major settlements, MSAs can in certain circumstances be appropriate locations from which to promote or facilitate alternative sustainable means of travel. The benefit would be a reduction in overall vehicle mileage, leading potentially to reduced congestion and pollution, and improved road safety.

166. The construction/operation of park-and-ride, coach interchange or park-and-share facilities at an MSA or MRA would be subject to the production of an impact assessment, approved by the Highways Agency, which demonstrated that there would be an overall reduction in vehicle mileage.

Coach interchanges

167. Coach interchanges allow coach operators to increase the overall efficiency of coach movements. Feeder coaches bring passengers to the interchange, from where they can then be taken to a variety of destinations. By permitting an interchange at an MSA, it might be possible to reduce the need for coaches to leave the motorway to exchange passengers at a facility on the local road network.

168. Provided that the proposals offer an overall reduction in vehicle, the Highways Agency has no ‘in principle’ objection to the establishment of this type of facility at an MSA. Proposals will be judged on their merit, on a site by site basis, based on an impact assessment.

169. Any benefits of a coach interchange must be balanced with the needs of other motorway users to stop and take a break.

170. If a coach interchange is permitted, the operator must provide appropriate infrastructure (for example a parking area, a canopy and additional toilets) to ensure that customer safety and convenience are not compromised.

171. Coach parking areas within MSAs/MRAs must not be used as coach interchanges.

Park-and-ride

172. Park-and-ride schemes have the potential to reduce overall vehicle mileage and/or urban congestion. Where a scheme would link an MSA to a nearby city centre, additional parking spaces (over and above the minimum requirements defined in (Policy Annex B) would need to be provided at the MSA to meet demand. The scale of the additional parking would be determined through the impact assessment. For this form of park-and-ride, a relatively long car journey would be followed by a short bus ride, contributing to a reduction in the number of vehicles joining the local road network from the SRN. In these circumstances, both a car park/drop off point and bus stops should be provided outside the MSA area and accessed from the local road network (with no vehicle through connection to the MSA area), with passengers provided with a safe walkway to the bus stops from within the MSA.

173. An alternative form of park-and-ride could involve relatively short trips by car prior to a medium-to long-distance coach journey. To reduce the number of short trips on the motorway, wherever possible the car park/drop-off point should be located outside the MSA area and accessed from the local road network (with no vehicle through connection to the MSA area), with passengers provided with a safe walkway to board the coach from within the MSA. Operators would be required to demonstrate that this arrangement could not be achieved, before the Highways Agency would give any consideration to allowing the car-park/drop point to be built within the MSA.

174. Any park-and-ride proposal must be supported by an impact assessment, the scope of which should be agreed in advance with the Highways Agency. The risk with park-and-ride schemes is

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that travellers will switch from public transport to the private car for the early stage of their journey. The impact assessment will need to demonstrate that this would not occur.

Park-and-share

175. To promote sustainable travel, operators might wish to encourage drivers to park at an MSA and share the remainder of their journey. This would help to reduce overall vehicle mileage.

176. Any park-and-share facility would have to provide long-stay parking in addition to existing minimum parking provision (as defined in Policy Annex B), and there should be no detriment to drivers using the MSA to stop and take a break in the course of their journey. Any park-and-share facility must be agreed with the Highways Agency and will be considered subject to an acceptable impact assessment.

Roadside facilities on motorways – features and levels of provision

177. Table 2 sets out the features and levels of provision required for roadside facilities on motorways under the following headings:

Hours of operation – (page 33)

Fuel – (page 33)

Parking – (page 33)

Toilets & washing facilities – (page 34)

Facilities for parent/carers & children – (page 34)

Retail and minor ancillary uses – (page 34)

Food & drink – (page 35)

Facilities for caravans, motorhomes and other light vehicles towing trailers – (page 36)

Access for other vehicles – (page 36)

Design issues – (page 36)

Major ancillary uses – (page 36)

177. In circumstances where there are pre-existing and insurmountable constraints on the availability of land, such that requirements of Table 2 cannot be met at a single site, a MSA may be developed as a linked site facility with provision for HGVs being made at a separate but nearby location to the facilities for other vehicles. However, agreement to such arrangements will be subject to the identification of safe access/egress design and the ability to provide clear and unambiguous signing. It may also be possible to co-locate facilities for coaches with the HGV facilities and to operate a coach interchange (but not park-and-ride) at the site.

Consultation Question Fourteen – Roadside facilities on the motorway: features and levels of provision


Table 2, below, sets out the proposed requirements for MSAs, MRAs and MTs, with regards to level of service and what is permitted or mandatory at each type of roadside facility. Comment are invited on:

Operating hours and mandatory features of motorway truckstops;

Specific signing requirements for caravans, motorhomes and other light vehicles towing trailers;

Provision of facilities for alternative fuels and electric power vehicles.

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Question – Are the features and level of provision set out in Table 2 appropriate? Is the operation of linked sites an acceptable solution on routes where otherwise no facilities could be made available? In addition, do you have any evidence to support your response?

Table 2: Roadside facilities on motorways - features and levels of provision

Motorway roadside facilities - features and levels of provision

Motorway Service Areas

Motorway Rest Areas

Motorway Truckstops

Hours of operation

1 24 hours a day, 365 days a year. Mandatory Mandatory Mandatory

Fuel

2 Provision of fuel.15 Mandatory16 Permitted Permitted

3 Provision of facilities to enable electric powered vehicle transfer (i.e. on-route exchange of un-charged vehicles for charged vehicles) or the exchange of used and charged battery cells.

Parking bays may be designated with recharging facilities for use by electric powered vehicles, for which a payment may be levied.17

Permitted Permitted Permitted for HGVs

Parking

4 Parking and provision at the levels laid down in Policy Annex B for:

- Cars Mandatory Mandatory Prohibited18

- Motorcycles Mandatory Mandatory Prohibited

- Caravans, motorhomes and other light vehicles towing trailers (including horseboxes and trailer tents)19

Mandatory Mandatory Prohibited

- Coaches Mandatory Mandatory Prohibited

- Other vehicles under 3,500kg permitted on motorways (e.g. small vans)

Mandatory Mandatory Prohibited

- HGVs (3,500kg or above) (including self-propelled horse boxes)

Mandatory Mandatory Mandatory

- Abnormal loads Mandatory Permitted Mandatory

5 Free parking for up to two hours. Subsequent payment for parking must be possible as an on-site cash transaction.20


15 Provision of a range of fuel types, including alternative fuels is encouraged. 16 High volume pumps to be provided 17 Transfer and recharging parking provision should be in addition to the minimum set out in Annex B available to regular vehicles. 18 There should be no provision for non-HGVs (including coaches, caravans/motorhomes, cars, and motorcycles etc.) except for vehicles set out in the table and essential provision for staff and deliveries. 19 Operators are required to provide specific direction signing to appropriate parking locations in conjunction with direction signs for cars and HGVs to avoid confusion for caravan, motorhome, trailer towing vehicles.

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Motorway Rest Areas

Motorway Truckstops

6 Parking provision for drivers of caravans, motorhomes and other light vehicles towing trailers for a period of more than 12 hours.

Prohibited Prohibited Prohibited

7 Provision of high security parking for which an additional charge can be levied after an initial two hour period.21

Permitted for HGV parking


Permitted

Toilets & washing facilities

8 Free toilets and hand-washing facilities for all roadside facility users (at the levels laid down in Policy Annex C) with no obligation to make a purchase.22


9 Shower and washing facilities for HGV drivers, including secure lockers in the shower/washing area. To be located near to HGV parking, at the levels laid down in Annex C.


10 Provision of free lockers for motorcyclist helmets and clothing23. A deposit charge may be levied for key return.

Mandatory Mandatory

Facilities for parent/carers & children

11 Parent/carer and child facilities containing baby-changing amenities, at the levels laid down in Annex C. The facility is not to be combined with toilets and must be accessible by disabled users.

Mandatory Mandatory

12 Access to a clearly signed, free, private breastfeeding area with seating.24

Mandatory Mandatory

13 Free play area for children. Mandatory Mandatory

Retail and minor ancillary uses

14 Maximum retail floorspace (net internal area for both on-line and junction sites). Additional areas may be used for retail storage, but there shall be no public access and sales shall not be permitted from these areas. The allowance for retail space excludes restaurant facilities preparing food &

Permitted maximum

500m2

Permitted maximum

500m2

Permitted maximum

500m2

20 Charges for parking beyond the 2 hour period should be clearly displayed at regular intervals in the parking area, at the entrance to the amenity building and inside the amenity building on easy-to-read, well lit, signs set at eye level – minimum font of 100 is recommended for display of charges. In addition, consideration should be given to not charging for parking between 12am and 6am when demand for spaces is less prevalent. 21 Detailed design of high security parking will need to be agreed by the Local Planning Authority and Highways Agency. 22 The standards within the British Toilet Association Charter are commended, and the Highways Agency strongly advises all operators to meet its requirements. 23 One locker per motorcycle space, capable of accommodating two helmets. 24 Operators are encouraged to adopt breastfeeding-friendly policies and display of the international breastfeeding symbol.

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Motorway Rest Areas

Motorway Truckstops

drink for consumption on the premises.

15 Trading on bridges connecting two sites across motorway.


16 Accredited tourist information centre. Permitted Permitted Permitted

17 Tourism related retail floorspace for the sale of products originating from the region.25

Additional 50m2

permitted

Additional 50m2

permitted

Additional 50m2

permitted

18 Traffic information points to help the public make informed travel decisions and plan their onward journeys.26

Permitted Permitted Permitted

19 Games and/or exercise area floorspace (games, gaming machines, or exercise machines) for use by travelling public only. Uses that specifically generate traffic will not be permitted.

Permitted maximum

100m2

Permitted maximum

100m2

Permitted maximum

100m2

20 Access to a cash-operated telephone (card phones alone will not suffice).


21 Advertisements situated within roadside facilities that are visible from the motorway (including advertisements mounted internally or externally on footbridges or connecting road bridges).


22 Sale or consumption of alcohol on the premises.


Food & drink

23 Hot substantial food and hot drinks available between set hours27.

Mandatory

06:00-22:00

Permitted Mandatory 05:00-10:00

& 17:00-22:00

24 Snacks and hot drinks available when facility is open.

Mandatory Permitted Mandatory

25 Free picnic area, in an attractive setting, including covered rubbish bins that are regularly emptied. 28

Mandatory

(ten tables seating six)

Mandatory

(ten tables seating six)

Mandatory

(three tables seating six)

26 Covered picnic or out-door seating area. Permitted Permitted Permitted

25 Only permitted in association with tourist information centre. 26 The Highways Agency can advise on location and size of traffic information points on a case-by-case basis. 27 Under the Licensing Act 2003, any premises that provide late-night refreshment (i.e. hot food and drink) between 11.00pm and 5.00am for sale to the public require appropriate permission from the local licensing authority. Operators are encouraged to provide a range of alternative catering outlets 28 Provided these criteria are met, MSA operators may indicate the availability of their picnic area to motorway users by the addition of a ‘picnic area’ symbol to diagram 2919.1 of the TSRGD (normally situated half a mile before the MSA). The Highways Agency will work with the operators to increase the quality and availability of picnic area facilities at existing sites. Standard picnic benches seating up a maximum of six people per bench should be provided.

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Motorway Rest Areas

Motorway Truckstops

27 Facilities for waste recycling in the amenity building and picnic areas.


28 Snack bar located within the HGV parking area providing hot food and drinks.

Permitted Permitted Not applicable



Facilities for caravans, motorhomes and other light vehicles towing trailers

30 Supply of fresh water, electrical hook-up and the disposal of foul and grey water for use by drivers of caravans, motorhomes and other light vehicles towing trailers.

Permitted Permitted Not applicable

Access for other vehicles

31 Access for up to two hours for those carrying out emergency repairs to broken-down vehicles.


32 Access for parties carrying out duties for and on behalf of the Secretary of State for Transport.


33 Site must also comply with all applicable equality legislation.


Design issues

34 Bridge or underpass connecting facilities on opposite sides of a motorway.


Major ancillary uses

35 Hotels offering overnight accommodation for road users without generating additional new journeys, additional traffic or a net increase in vehicle mileage.

Permitted –scale & facilities

subject to impact

assessment

Permitted – scale & facilities

subject to impact

assessment


subject to impact

assessment

36 Conference facilities & business centres offering a sustainable location for business meetings by reducing overall vehicle mileage.

Subject to impact

assessment

Subject to impact

assessment

Prohibited

37 Coach interchange, park & ride, park & share facilities that contribute to an overall reduction in vehicle mileage.

Subject to impact

assessment

Subject to impact

assessment

Prohibited

38 Use as an “operating centre” for the purposes of the Goods Vehicles (Licensing of Operators) Act 1995 or the Public Passenger Vehicles Act 1981.

Prohibited Prohibited Subject to impact

assessment

39 All other development. Subject to impact

assessment

Subject to impact

assessment

Subject to impact

assessment

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SECTION 5 – ROADSIDE FACILITIES ON ALL-PURPOSE TRUNK ROADS

Introduction

178. This chapter sets out specific policy related to signed roadside facilities on the APTR, namely:

trunk road service areas (TRSA);

trunk road truckstops (TRTs); and,

lay-bys on the APTR.

179. TRSAs offer rest and refuelling opportunities for all users, while TRTs are facilities that are specifically designed for lorry drivers. Laybys are designed to enable short rest breaks at key locations along a route. This section also includes policy on signing truckstops on the local road network and signing for local services in by-passed communities.

Spacing and signing on the APTR

180. There is a clear need for TRSAs and TRTs in appropriate locations to provide rest, refreshment and fuel to all road users.

181. Responsibility for identifying sites, acquiring land, seeking planning permission and developing service areas rests with the private sector. However, to encourage the provision of service areas at appropriate intervals, the Highways Agency will aim to identify stretches of APTR between settlements where there is a clear need for a TRSA or TRT and will provide local planning authorities with this information as part of the LDF process.

182. Where operators are seeking to extend premises, diversify uses or undertake other development that may depart from policy, at either TRSAs or TRTs, there is a presumption against development that is likely to generate new journeys, additional traffic or a net increase in vehicle mileage on the SRN. The provisions for assessing impact and avoiding traffic generation will apply.

183. Sites should avoid creating the need (or opportunity) to cross traffic flows, and should avoid the use of local roads to reach them. Notwithstanding this, the operator/developer will be responsible for ensuring continuity of signing onto the local road network through liaison with the local highway authority.

184. The following signing criteria will apply to TRSAs and TRTs:

Signing will be limited to a single or two adjoining or linked sites.

It will not normally be acceptable to sign drivers along a route to remotely located facilities off the SRN – the APTR road should pass the site and access should be directly from the road or from a junction on the road.

Where provision is on one side of the road only, signing will be limited to the nearside direction of approach unless adequate provision has been made for right-turning vehicles.

Where a facility is located at a roundabout, it will be for the relevant highway authority to decide on which approaches, if any, signs can be provided.

Direct access to and egress from the site should be provided either by diverging and merging lanes or other dedicated arrangements in accordance with Department for Transport Technical Document 41. Where flow exceeds 500 vehicles per day at a TRSA, then the appropriate full junction standard should be adopted – see Technical Document 42 or Technical Document 16.

185. Signs will only show those uses permitted by the policy and will not show any other roadside facility uses.

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Trunk Road Service Areas (TRSAs)

186. Signed service areas should ideally be sited at distances apart of approximately 30 minutes29 or 14 miles (whichever is the lesser). A minimum spacing for new signed services of 7 miles will also apply.

187. In order to be signed from an APTR (see Policy Annex A), the facilities must be accessed directly from the APTR or directly accessible from a junction on the APTR (sites that are remote from APTR junction will not be approved).

188. Signs will not be provided for service areas in urban areas, as services are generally frequently available therein.

189. Requests for signing for existing service area sites will be approved subject to the preferred distance for signed facilities of approximately 30 minutes30 or 14 miles (whichever is the lesser) and minimum spacing between signed services of 7 miles.

190. However, in determining applications for TRSAs, it will be necessary to consider the availability of existing provision nearby which, although not adequate by itself to secure traffic signs, is likely to reduce the overall demand for service facilities.

191. Where there is a proposal for a site that doesn’t accord with spacing requirements this would need to be considered as a departure from policy, and as such, would need to be dealt with through the impact assessment process.

192. Detailed criteria for mandatory features and levels of provision required for signing TRSAs are set out in Table 3.

Consultation Question Fifteen – Signing and spacing of TRSAs


The approach to signing roadside facilities on the APTR is designed to ensure that only those services that are well spaced and contain a minimum standards of facility are signed – thereby avoiding signing clutter.

Existing Policy (Circular 01/2008) sets out guidance on the approximate distance apart for TRSAs of approximately 30 minutes or 14 miles; however, there is no indication of minimum spacing rather a statement of intent not to provide signing “where discrimination would occur, i.e. two or more services establishments of a similar type on the same side of the road located within 1 mile of each other”. This is considered to be open to interpretation and which indirectly set a minimum spacing which could lead to signed TRSAs being located unnecessarily close to similar sites. This has the potential to cause confusion for motorists and signing clutter.

Policy options included setting a lower or higher minimum spacing, however, 7 miles was deemed to be an appropriate spacing for consultation purposes.

In addition, there are a range of other criterion that are designed to offer guidance on safety and continuity for signing.

Question – Is the minimum spacing of 7 miles for signed TRSAs appropriate? Is the guidance on signing criteria appropriate? In addition, do you have any evidence to support your response?

29 Median average inter-peak travelling time. 30 Median average inter-peak travelling time.

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Trunk Road Truckstops (TRTs) and signed truckstops on the local road network

193. No specific spacing recommendations are made within this policy for truckstops located on the APTR: all applications will be assessed on road safety grounds and through the transport assessment / impact assessment process.

194. Signing will not be provided along routes deemed unsuitable for HGV traffic.

195. In circumstances where it can be demonstrated that current provision for TRTs on the APTR is insufficient, truckstops located within 3 miles of the APTR, may be signed from the APTR, providing the signed route does not pass through a residential area and mandatory features and levels of provision are that of a TRT on the APTR. Such sites will be classified as TRTs within Table 3.

196. As such, TRTs are facilities for HGV drivers located on the APTR, but in some circumstances these may be sites within 3 miles of an APTR.

Consultation Question Sixteen – Signing of Truckstops from the APTR


In circumstances where it can be demonstrated that current provision for truckstops on the APTR is insufficient – there is a proposed new provision for signing truckstops located at sites within 3 miles of an APTR, providing the signed route does not pass through a residential area and mandatory features and levels of provision are that of a TRT. Such facilities are to be classified as TRTs. This revision extends the distance from the APTR from 2 to 3 miles to be on a par with signs for local by-passed communities.

Recommendations are intended to ensure that available truckstops on the APTR are easy to find for drivers – particularly where locations are not directly accessed from the SRN – thereby avoiding unnecessary detours or use of inappropriate rest locations. Also the increase in distance from 2 to 3 miles for truckstops near the APTR may mean that more truckstops are now eligible for signing.

Question – Is the increase in signing distance from 2 to 3 miles for truckstops near the APTR appropriate? In addition, do you have any evidence to support your response?

197. If it can be demonstrated that existing provision for lorry parking (at MSAs, MRAs, or MTs) on the motorway network is insufficient, truckstops on the APTR or local road network may be signed from the motorway. Such truckstops should be located within 3 miles of the motorway junction; on a route that does not pass through a residential community; and should provide the mandatory features and levels in Table 3 for “Truckstops signed from the motorway”.

Consultation Question Seventeen – Truckstops signed from the motorway


The new approach aims to increase utilisation/viability of existing lorry parks & reduce inappropriate parking.

The main areas of clarification are that those truckstops located within 3 miles of a motorway junction, which meet the mandatory features and levels of provision, can be signed from the motorway where operators can demonstrate that existing provision for lorry parking (at MSAs, MRAs, or MTs) is insufficient to meet demand. For the purposes of this consultation, the figure has been raised from 2 miles to 3 miles.

The level of parking at truckstops signed from the motorway has also been brought into line with parking

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requirements for MTs and MSAs. The parking requirement within existing Policy (Circular 01/2008) is for 30 spaces; the revised policy requires minimum parking provision to be set at 0.5% of HGV traffic flow on the motorway.

These suggestions are intended to ensure that available truckstops that are an appropriate alternative to motorway lorry parking and are easy to find for drivers – particularly where locations are not directly accessed from the SRN – thereby avoiding unnecessary detours or use of inappropriate rest locations.

Question – Is the signage criterion required for truckstops signed from the motorway appropriate? Is this level of parking appropriate? In addition, do you have any evidence to support your response?

198. Detailed criteria for mandatory features and levels of provision required for signing TRTs and truckstops signed from the motorway are set out in Table 3.

Local services in by-passed communities

199. Where a local community has benefited from re-routing of strategic traffic (usually through the construction of a by-pass), the main benefit is reduced levels of traffic within the community centre. In order to preserve these benefits, the aim should be to avoid the need for travellers to divert into by-passed communities to reach roadside facilities.

200. Where there are significant barriers to developing new roadside facilities on the APTR and where there is a clear road safety need (e.g. a clear lack of service area provision), it may be appropriate to sign traffic to existing facilities on by-passed roads.

201. In order for a local by-passed community to receive signing the community services listed below must be available at least during normal shop opening hours, 9.30am to 5.30pm Monday to Saturday (half-day closing accepted, but excluding public holidays throughout the year:

Adequate public parking and public toilets with hand-washing facilities (both clearly signed within the community); public cash-operated telephone; fuel; and, refreshments.

The community must be within 3 miles of the main (all-purpose) road from which its services would be signed, and must be the first town or village reached after leaving the road signed with the 'facilities' sign. Adequate confirmatory and return route signing must be provided.

The community should not be so large that the provision of a full range of services would reasonably be assumed to be available by the majority of travellers. As a guide, towns with a population of over 10,000 would not normally be signed, but this figure is not to be taken as a rigid criterion.

No equivalent (or better) roadside services are available on the main road ahead within the total detour distance plus 1 mile of the local facilities.

No detriment to road safety, sound traffic management or local amenity should result from the encouragement of 'facilities-seeking' traffic.

Encouragement of traffic is acceptable to the local community as a whole (to be determined by the district council).

The cost of providing, erecting and maintaining the signs will normally be borne by local traders likely to benefit from their existence. Promoting local authorities may offer financial assistance.

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Rest areas or picnic areas on the APTR

202. The provision or operation of rest areas or picnic areas on the APTR will be subject to site-specific evaluation.

Lay-bys on the APTR

203. Lay-bys are provided on APTRs to enable motorists to stop in the course of their journey. This may be to take a brief rest, to use a mobile phone or, in the case of HGV drivers, to comply with drivers’ hours regulations. However, lay-bys should not be considered substitutes for full service areas and are not satisfactory locations to rest for more than a short period. In some locations there may be no alternatives, however, the DfT’s view is that where truckstops exist and are not at capacity, they should be utilised and lay-bys should not be regarded as a ‘cheaper option’ in such instances. For lorry drivers, lay-bys should only be used when stopping is an urgent necessity or where parking provision at services is insufficient.

Trading from lay-bys

204. Although lay-bys generally do not have any facilities, they are attractive to mobile traders serving refreshments to motorists. However, many lay-bys are unsuitable for this purpose, neither being large enough nor designed to standards that will accommodate the safe movement of a large number of vehicles. The availability of refreshments in lay-bys also has the potential to cause environmental and hygiene problems if traders and customers do not act in a responsible manner. Vehicle overrun damage to kerbs and verges also occurs and adjacent land may be subject to trespass.

205. Under Schedule 4 of the Local Government (Miscellaneous Provisions) Act 1982, with the Highways Agency’s consent, local authorities may designate stretches of all-purpose trunk road as ‘licensed streets’ and issue licences to trade in lay-bys. Trading without a licence would be illegal where this provision is applied.

206. It is also an offence under s147A of the Highways Act 1980 for the purpose of selling anything to use a stall or similar structure or container or vehicle on the verge of, or in a lay-by of a trunk road or principal road, or within 15 metres of any such road (if its presence is likely to cause danger). Any person who contravenes this is guilty of an offence and liable to a fine.

207. The Highways Agency will seek to work proactively with local authorities to identify lay-bys where trading may safely be carried out.

208. It is expected that traders will be required, as a condition of being granted a licence, to provide adequate litter disposal, toilet and hand-washing facilities (that are maintained and kept clean) so as to mitigate the negative environmental and hygiene impacts of their operation.

209. The payment for the issue of a licence is intended to be used to fund a regime of regular inspections of the operation. If facilities are not kept to the required standard or if the presence of the canteen gives rise to environmental, safety, maintenance or operational problems that cannot be resolved, traders can expect to have their licence withdrawn.

210. Licences should be granted only in circumstances where:

the lay-by in question is suited in terms of size and layout to accommodate anticipated demand safely;

there is no signed service area in close proximity;

the products on sale are intended to serve the immediate needs of the road user (i.e. drinks and snacks);

the trader undertakes to provide adequate litter disposal and toilet and handwashing facilities;

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the lay-by is suitable for the provision of the required facilities or will be adapted to achieve suitability prior to the operation commencing.

211. If the Highways Agency does not agree with the proposal, the local authority will not issue a licence.

212. If traders wish to provide hot food and drink between 11.00pm and 5.00am, they must hold appropriate permission from their local licensing authority under the 2003 Licensing Act.

213. A typical layout for a ‘trading lay-by’ is included in the DMRB and a copy of the drawing is attached at Policy Annex D.

Roadside facilities on APTRs – features and levels of provision

214. The following table sets out the features and levels of provision required for signed roadside facilities on the APTR under the following headings:

Hours of operation – (page 43)

Fuel – (page 43)

Parking – (page 43)

Toilets & washing facilities – (page 44)

Facilities for parent/carers & children – (page 44)

Retail and minor ancillary uses – (page 44)

Food & drink – (page 45)

Facilities for caravans, motorhomes and other light vehicles towing trailers – (page 46)

Access for other vehicles – (page 46)

Design issues – (page 46)

Major ancillary uses – (page 46)

Consultation Question Eighteen - Roadside facilities on the ATPR: features and levels of provision


Table 3, below, sets out the proposed requirements for TRSAs, TRTs and truckstops signed from the motorway, with regards to level of service what is permitted and mandatory at each type of roadside facility. Comment are particularly invited on:

Operating hours and mandatory features of trunk road truckstops and truckstops signed from the motorway.

Maximum retail allowances

Question – Are the features and level of provision set out in Table 3 appropriate? Do you have any evidence to support your response?

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Table 3: Signed roadside facilities on APTRs - features and levels of provision

APTR roadside facilities - features and levels of provision

Trunk Road Service Areas

Trunk Road Truckstops

Truckstops signed from

the motorway

Hours of operation

1 Minimum hours of operation, every day except Christmas day, Boxing day and New Year’s day.

Mandatory

8am - 8pm

Mandatory

12 hrs a day

Mandatory

24 hrs a day

Fuel

2 Provision of fuel. 31 Mandatory32 Permitted Permitted

3 Provision of facilities to enable electric powered vehicle transfer (i.e. on-route exchange of un-charged vehicles for charged vehicles) or the exchange of used and charged battery cells is encouraged. 33 Parking bays may be designated with recharging facilities for use by electric powered vehicles, for which a payment may be levied. 34

Permitted Permitted for HGVs

Permitted for HGVs

Parking

4 Parking and provision35:

- Cars Mandatory Permitted Permitted

- Motorcycles Permitted Permitted Permitted

- Caravans, motorhomes and other light vehicles towing trailers (including horseboxes and trailer tents) 36

Mandatory – two spaces

Permitted Permitted

- Coaches Permitted Permitted Permitted

- Other vehicles under 3,500kg (e.g. small vans)

Mandatory Permitted Permitted

- HGVs (3,500kg or above) (including self-propelled horse boxes)

Permitted Mandatory – 20 spaces

Mandatory37

- Abnormal loads Permitted Permitted Mandatory

5 Free parking for up to two hours. Subsequent payment for parking must be possible as an on-site cash transaction.38


31 Provision of a range of fuel types, including alternative fuels is encouraged. 32 High volume pumps to be provided 33 Parking provision should not compromise that available to regular vehicles. 34 Parking provision should not compromise that available to regular vehicles. 35 Where no minimum number of spaces is specified the level of provision is to be determined by the operator. 36 Operators are required to provide specific direction signing to appropriate parking locations in conjunction with direction signs for cars and HGVs to avoid confusion for caravan, motorhome, trailer towing vehicles. 37 Levels of parking should accord with calculations set out in Annex B. 38 Charges for parking beyond the 2 hour period should be clearly displayed at regular intervals in the parking area and in the amenity building on easy-to-read signs set at eye level – minimum font of 100 is recommended for display of charges.

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the motorway

6 Parking provision for drivers of caravans, motorhomes and other light vehicles towing trailers for a period of more than 12 hours.


7 Provision of high security parking for which an additional charge can be levied after an initial two hour period.39


Permitted Permitted

Toilets & washing facilities

8 Free toilets and hand-washing facilities for all roadside facility users, at levels sufficient to cope with demand.40

Mandatory Mandatory Mandatory41

9 Shower and washing facilities for drivers, including secure lockers in the shower/washing area.

Permitted Permitted Mandatory42

10 Free lockers for motorcyclist helmets and clothing. A deposit charge may be levied for key return.


Facilities for parent/carers & children

11 Parent/carer and child facilities containing baby-changing amenities. Facility is not to be combined with toilets and must be accessible by disabled users.43

Mandatory

12 Free play area for children. Permitted

Retail and minor ancillary uses

13 Retail floorspace:

A modest amount of retail development is permitted at TRSA & truckstops (measured as net internal area)44.

Permitted maximum 100m2

100-500m2 subject to impact assessment

>500m2 prohibited

Permitted maximum 100m2

100-500m2 subject to impact assessment

>500m2 prohibited

Permitted maximum

500m2

14 Trading on bridges connecting two sites Prohibited Prohibited Prohibited

39 Detailed design of high security parking will need to be agreed by the local authority and highways agency. 40 The standards within the British Toilet Association Charter are commended, and the Highways Agency strongly advises all operators to meet its requirements. 41 To be located near to HGV parking, at the levels laid down in Annex C. 42 To be located near to HGV parking, at the levels laid down in Annex C. 43 Access to a clearly signed, free, private breastfeeding area with seating and adoption of breastfeeding-friendly policies is encouraged at TRSAs. 44 Retail uses include all trading activities other than catering outlets preparing food and drink for consumption on the premises.

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the motorway

across a trunk road.

15 Tourist information points Permitted Permitted Permitted

16 Tourism related retail floorspace for the sale of products originating from the region.45

Additional 50m2 permitted

Additional 50m2 permitted

Additional 50m2

permitted

17 Traffic information points to help the public make informed travel decisions and plan their onward journeys.46


18 Games and/or exercise area floorspace (games/gaming machine/exercise machines) for use by travelling public only. Uses that specifically generate traffic will not be permitted.

Permitted Permitted Permitted maximum

100m2

19 Access to a cash-operated telephone (card phones alone will not suffice).


20 Advertisements situated within roadside facilities that are visible from the APTR (including advertisements mounted internally or externally on footbridges or connecting road bridges).


Food & drink

21 Hot food and hot drinks available at peak usage times47.

Mandatory Mandatory Mandatory 05:00-10:00

& 17:00-22:00

22 Snacks and hot drinks available when facility is open.

Permitted Permitted Mandatory

23 Adequate indoor tables and chairs to cater for expected demand.

Mandatory - min seating for 8

people

Permitted Permitted

24 Provision of a free picnic area, in an attractive setting, including covered rubbish bins that are regularly emptied. 48

Mandatory Permitted Permitted

25 Covered picnic or out-door seating area.


26 Facilities for waste recycling in the Permitted Permitted Permitted

45 Only permitted in association with tourist information centre. 46 The Highways Agency will be happy to advise on location and size of traffic information points on a case-by-case basis. 47 Under the Licensing Act 2003, any premises that provide late-night refreshment (i.e. hot food and drink) between 11.00pm and 5.00am for sale to the public require appropriate permission from the local licensing authority. 48 The Highways Agency will work with the operators to increase the quality and availability of picnic area facilities at existing sites.

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the motorway

amenity building and picnic areas.

27 Snack bar located within the HGV parking area providing hot food and drinks.

Permitted Not applicable Not applicable


Subject to licensing

procedures


procedures


procedures

Facilities for caravans, motorhomes and other light vehicles towing trailers

29 Supply of fresh water, electrical hook-up and the disposal of foul and grey water for use by drivers of caravans, motorhomes and other light vehicles towing trailers.


Access for other vehicles

30 Access for up to two hours for those carrying out emergency repairs to broken-down vehicles.


31 Access for parties carrying out duties for and on behalf of the Secretary of State for Transport.


32 Site must also comply with all applicable equality legislation.


Design issues

33 Bridge or underpass connecting facilities on opposite sides of an APTR.


Major ancillary uses

34 Hotels offering overnight accommodation for road users without generating additional new journeys, additional traffic or a net increase in vehicle mileage.


subject to impact assessment


subject to impact assessment

Permitted –scale & facilities

subject to impact

assessment

35 Conference facilities & business centres offering a sustainable location for business meetings by reducing overall vehicle mileage.

Subject to impact assessment

Prohibited Prohibited

36 Coach interchange, park & ride, park & share facilities that contribute to an overall reduction in vehicle mileage.


Prohibited Prohibited

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the motorway

37 Use as an “operating centre” for the purposes of the Goods Vehicles (Licensing of Operators) Act 1995 or the Public Passenger Vehicles Act 1981.

Prohibited Subject to impact assessment49

Prohibited

38 All other development. Subject to impact assessment


Subject to impact

assessment

49 Operators would be expected to demonstrate the impact of their proposals on truckstop provision on the SRN in the area. Proposals that would result in under-provision or loss of truckstop parking or facilities are unlikely to be approved.

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Table 4: Glossary of Terms APTR All-Purpose Trunk Road

CLG Communities and Local Government

DfT Department for Transport

DRMB Design Manual for Roads and Bridges

IA Impact Assessment

LDF Local Development Framework

LPA Local Planning Authority

MRA Motorway Rest Area

MSA Motorway Service Area

RSS Regional Spatial Strategy

SRN Strategic Road Network

TRSA Trunk Road Service Area

TRT Trunk Road Truckstop

TSRGD Traffic Signs Regulations and General Directions 2002

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SECTION: 6 POLICY ANNEXES

roadside facilities on the strategic road...

Documents