DEPARTMENT FOR TRANSPORT
DfT Circular 01/2008
Department for Transport
Great Minster House, 76 Marsham Street, London SW1P 4DR
2 April 2008
POLICY ON SERVICE AREAS AND OTHER
ROADSIDE FACILITIES ON MOTORWAYS AND
ALL-PURPOSE TRUNK ROADS IN ENGLAND
Introduction
3
Destination in its own right
4
Impact assessment
5
Determining the need for roadside facilities on the Strategic Road Network
6
Access to the Strategic Road Network
7
Change of use of redundant roadside facilities
7
Rear access/access to other developments
8
Design standards
8
Funding of works
9
Standards of facilities
9
Spacing of roadside facilities on motorways
10
Picnic areas at MSAs and MRAs
11
Mandatory features of and levels of provision for roadside facilities on motorways
12
Levels of provision at roadside facilities on motorways
14
On-line and junction sites
16
1

Signing of roadside facilities
16
Trafﬁc information points at MSAs
16
Retail activities at MSAs and RSAs
16
Tourist information centre
17
Fuel forecourt
17
Sale of alcohol
18
Lodges
18
Conference facilities and business centres at MSAs
18
Coach interchange/park-and-ride/park-and-share at roadside facilities
19
Truckstops signed from the motorway network
20
Signed service areas on all-purpose trunk roads
21
Local services in by-passed communities
23
Trading from lay-bys
23
Social and environmental responsibility
25
ANNEX A
Policy on the design and use of trafﬁc signs to services and facilities on the
Strategic Road Network in England
26
ANNEX B
Standards for parking at motorway service areas and motorway rest areas
42
ANNEX C
Standards for toilets at motorway service areas and motorway rest areas
44
ANNEX D
Design for a trading lay-by
46
GLOSSARY
47
2

INTRODUCTION
1.
Circular 01/2008 sets out policy on the provision, standards and signing of roadside
facilities on the Strategic Road Network (SRN), including motorway service areas
(MSAs), motorway rest areas (MRAs), truckstops, and services and lay-bys on all-
purpose trunk roads (APTRs). It also sets out the role of the Highways Agency in
relation to such facilities. This supersedes previous guidance contained in Roads
Circular 01/94, the MSA Policy Statement of 1998, and Annex J to Circular Roads
04/94 (in respect of the SRN).
2.
The provisions described in this policy would all have effect in England only.
3.
This policy applies in respect of all signed roadside facilities on the SRN that do not
have a planning application registered with the relevant Local Planning Authority
(LPA) prior to 2 April 2008. The policy will also apply 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 increases by 50 per cent or more.
4.
Additionally, the relevant section of this policy will apply when any speciﬁc element of
an existing facility is redeveloped, such as parking or toilets.
5.
However, it is recognised that constraints on land availability at some existing sites may
mean that it is not possible to meet all of the requirements of the policy when
redevelopment of the whole site or a given element takes place. In such circumstances,
compliance will become a subject of negotiation with the Highways Agency.
6.
MSAs and other roadside facilities perform an important road safety function by
providing opportunities for the travelling public 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. Drivers of heavy goods vehicles (HGVs) are subject
to a regime of statutory breaks, and such facilities offer the opportunity for this.
7.
The Government’s objective is to encourage greater choice in the provision of service
facilities for all road users, thereby encouraging drivers to take breaks more frequently
and so reducing the number of fatigue-related accidents. The Government aims to work
with the private sector to increase public satisfaction with roadside facilities in terms of
their quality and value for money.
8.
Operators of both new and existing roadside facilities in England are required to ensure
that their sites are fully accessible to all members of the travelling public regardless of
ability, race, gender, faith, age or sexual orientation. MSAs and other roadside facilities
are required to comply with all existing and future equality legislation.
9.
New and existing roadside facilities are subject to the provisions of the Town and
Country Planning Act 1990 and the Planning and Compulsory Purchase Act 2004,
which together set the framework under which local planning authorities are to
consider applications for such developments. The Secretary of State for Transport is
designated as a statutory consultee, and the Highways Agency exercises this function
on his or her behalf, giving advice on applications in respect of road safety and trafﬁc
3

management issues. Power to grant access from the highways to all roadside facilities is
given under Section 62 of the Highways Act 1980. The provision of trafﬁc signs for
service areas is governed by the Road Trafﬁc Regulation Act 1984.
10.
Until 1992, the Department for Transport was responsible for developing MSAs:
acquiring land, funding construction and leasing the completed sites to operating
companies. Since 1992, government policy has been that the private sector should take
the initiative in identifying and acquiring MSA sites and seeking planning consent from
local planning authorities. When completed, these MSAs are owned by the private
sector rather than the Government. The Government, through the Highways Agency,
continues to have an interest in these (new and existing) privately owned sites, in
relation to motorway safety and trafﬁc management.
11.
Operators of both new and existing MSAs, whether leased from the Government or
privately owned, must comply with the requirements of government policy. These
provisions are reﬂected in the Trafﬁc Signs Agreements into which they enter with the
Highways Agency. If they do not observe these conditions, action can be taken which
could ultimately lead to the closure of sites. However, operators have responsibility for
all other operational matters at MSAs, including pricing and stafﬁng levels.
12.
The development of roadside facilities on APTRs has traditionally been led by the
private sector, with the Highways Agency providing advice on road safety and trafﬁc
management issues.
DESTINATION IN ITS OWN RIGHT
13.
MSAs, MRAs, all-purpose trunk road service areas (TRSAs) and on-line truckstops
should only provide facilities needed to serve people using the SRN in the course of a
journey.
14.
The primary function of the SRN is to facilitate long-distance transportation of people
and goods. Service areas are signed from the SRN on the basis that they will provide
essential services to road users. The potential risk to safety that is created by additional
accesses and egresses is balanced by the improvement to safety resulting from refreshed
and alert drivers.
15.
Government policy is to discourage service areas and other roadside facilities from
becoming destinations in their own right. A destination in its own right would be
created if drivers were attracted onto the SRN solely to visit the service area. This is
likely to involve short, local trips onto the SRN which would not otherwise be taken
and might therefore interfere with the safety and ﬂow of long-distance trafﬁc.
16.
Allowing a service area to become a destination in its own right can have a negative
impact on road safety. 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.
4

17.
Furthermore, to permit a service area, or similar site, to become a destination for local
customers would be contrary to government planning policy on retail and town centres
as set out in Planning Policy Statement 6: Planning for Town Centres.1 The consequence of
this would be to threaten the viability of businesses in cities, towns or other local
centres.
18.
For these reasons it is important that the Highways Agency is consulted on any proposal
affecting an existing or proposed service area.
IMPACT ASSESSMENT
19.
If operators wish to make changes to their sites, they should ﬁrst seek conﬁrmation from
the Highways Agency’s Spatial Planning Team (or any successor) that their proposals
conform to standards laid down in this circular as well as DfT Circular 02/2007 Planning
and the Strategic Road Network.2
20.
To safeguard the interests of all users of the SRN, operators of existing MSAs, MRAs
and TRSAs and promoters of new MSAs, MRAs and TRSAs will be required to carry
out Impact Assessments in respect of any proposed activity that is not speciﬁcally
permitted under this policy or in respect of a permitted activity on a scale greater than
that allowed for by this policy. Impact Assessments will enable the operator/promoter to
detail how an activity will impact upon the SRN and service-area customers. This will
allow the Highways Agency to give full consideration to proposed activities and their
potential impact on the delivery of policy objectives. This mechanism cannot be applied
in respect of activities prohibited by this policy.
21.
Impact Assessments will enable the Highways Agency to make informed, evidence-
based decisions on the impact these activities will have at facilities on the SRN.
22.
Early consultation with the Highways Agency to discuss the scope of the Impact
Assessments is encouraged. However, operators will still need to ensure that their
proposal is fully compliant with national planning policy and equality legislation and
seek planning approval in the normal manner.
23.
The Impact Assessment will be evidence-based and its scope should ﬁrst be agreed with
the Highways Agency. As a minimum, operators will be expected to provide:
•
a detailed explanation of what is proposed;
•
a scale plan showing where the proposed facility will be located and its size;
•
an account showing how current activities at the service area will be affected by
the proposal (for example, the impact on parking spaces of a coach interchange);
•
an assessment to demonstrate that the proposal would not result in the facility
becoming a ‘destination in its own right’;
1 Planning Policy Statement 6 ‘Planning for Town Centres’, can be found online at
www.communities.gov.uk/publications/planningandbuilding/planningpolicystatement11
2 www.dft.gov.uk/pgr/regional/strategy/policy/circular207planningandstrategic
5

•
a breakdown of current and forecast customer numbers;
•
a breakdown of any proposed enhancement of facilities (e.g. number of toilets,
amount of indoor seating provided);
•
details of the anticipated beneﬁts that the activity will provide to the service area
user;
•
details of any potential adverse impact on normal use of the service area;
•
details of measures to mitigate any adverse impacts;
•
details of the monitoring proposed to ensure that the impact of the development
is consistent with the Impact Assessment.
24.
Operators/promoters will be required to demonstrate that their proposal does not have
a potential to generate new vehicle trips on the SRN or, if new trips will be generated,
how overall vehicle mileage will be reduced. They must also be able to show that the
activity will cause no detriment to the safety or convenience of road users or those
wishing to use the essential facilities.
25.
If any of the above could occur, the operators will be required to demonstrate how the
undesirable effects will be mitigated to the Highways Agency’s satisfaction.
26.
Proposals that provide overall beneﬁts and otherwise meet with the Highways Agency’s
approval will be allowed, subject to a licensing regime agreed between the Highways
Agency and the operator.
27.
This approach cannot be used to attempt to justify activities that are prohibited under
this policy.
DETERMINING THE NEED FOR ROADSIDE FACILITIES ON THE STRATEGIC
ROAD NETWORK
28.
DfT Circular 02/2007 Planning and the Strategic Road Network3 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. The Highways Agency will
provide input to local development frameworks (LDFs), assisting LPAs to consider
whether there is sufﬁcient provision of roadside facilities on the SRN by taking account
of trafﬁc ﬂows and the need for motorists to stop and take a break at regular intervals.
Developers can expect that proposals which are in accordance with the LDF will, in
most cases, be granted approval, unless material considerations indicate otherwise.
29.
As a statutory consultee to LDFs, the Highways Agency will provide advice to LPAs on
a range of issues, including the need for the provision of additional roadside facilities.
The Highways Agency will also, when asked, provide input on the need for new
roadside facilities to assist in the review of Regional Spatial Strategies.
3 www.dft.gov.uk/pgr/regional/strategy/policy/circular207planningandstrategic
6

30.
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 road users. The
Highways Agency will need to be satisﬁed that the access and egress to the roadside
facility can be provided safely, that it conforms to Departmental standards and that it
will not have a materially adverse effect on the capacity or performance of the SRN, in
addition to considering the potential road safety beneﬁt of a service area in reducing
driver fatigue.
31.
The Highways Agency will continue to 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. Roadside facility proposals must also be weighed against the
achievement of other policy objectives for the SRN. However, the LPA will continue to
determine the planning merits of any proposal.
ACCESS TO THE STRATEGIC ROAD NETWORK
32.
As outlined in DfT Circular 02/2007, there is a general presumption against additional
accesses to the motorway and other routes of strategic national importance other than
for ‘service areas, facilities for the travelling public, maintenance compounds and,
exceptionally, other major transport interchanges’.
33.
Therefore, the Highways Agency will not agree to the provision of accesses to the SRN
from private developments for the purpose of service provision other than for facilities
that meet the standard range of minimum requirements set out in this circular, nor will
it permit the development of activities at service area sites which are unconnected with
the immediate needs of the travelling public and which would therefore lead to the site
becoming a destination in its own right.
34.
LPAs and developers are encouraged to discuss with the Highways Agency at the
earliest opportunity any proposals to develop new roadside facilities to extend existing
facilities or to sign existing facilities. The Highways Agency is particularly interested in
facilities located wholly or partly within 400 metres of the motorway boundary, or
developments exceeding 2 hectares in area that include the provision of fuel and
refreshments and are situated within 1 kilometre of a motorway junction.
CHANGE OF USE OF REDUNDANT ROADSIDE FACILITIES
35.
The Agency will oppose any change in permitted land use in respect of any roadside
facility with direct access to the SRN if it ceases to operate. If any alternative use were
to be allowed other than one that serves the immediate needs of the travelling public,
there is a risk that additional, unnecessary trips might be generated on the network.
Through its role in the planning system, the Highways Agency will seek to restrict
alternative developments.
36.
To prevent sites becoming derelict, the Highways Agency will seek the imposition of
planning conditions that require sites to be landscaped, returned to agricultural use or
otherwise rendered compatible with the surrounding landscape. All accesses to the SRN
will be removed and the former highway boundary restored.
7

REAR ACCESS/ACCESS TO OTHER DEVELOPMENTS
37.
Under normal circumstances, rear access roads connecting a roadside facility to the
local road network will not be acceptable. Where, exceptionally, an access is agreed, the
Highways Agency will expect developers 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. If a connection to the
local road network is needed to facilitate deliveries and staff access, the associated
service yard and parking area normally should be physically segregated from the main
MSA parking areas and circulatory roads by the provision of a permanent vehicular
barrier.
38.
Access to other developments through roadside facilities is not permitted.
39.
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.
DESIGN STANDARDS
40.
In considering issues affecting the SRN, trafﬁc ﬂow and safety considerations are of
great importance. Any access provided direct to the SRN would need to conform fully
to the Design Manual for Roads and Bridges (DMRB) and any other relevant
Departmental standard. At all roadside facilities, it will be particularly important to
avoid signiﬁcant adverse impacts upon the effective functioning of the SRN, such as the
risk of congestion or slowing on the main carriageway. Proposals for new roadside
facilities should not unduly conﬂict with meeting the objective of improving road
performance through better network management. Advice on these aspects should be
sought from the relevant regional ofﬁce of the Highways Agency.4
41.
The Government believes that good design should be the aim of all those involved in
the development process. Those promoting service-area schemes will therefore be
expected to demonstrate that they have taken account of the need for high standards
of design in formulating their proposals.
42.
In design terms, roadside facilities schemes should:
•
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; and minimise the visual impact of the development
on its surroundings;
•
incorporate vehicle accesses and means of circulation that are safe, clear to
motorists and minimise vehicle congestion: with this in mind, developers will be
required to apply the relevant Departmental standards when designing service
area accesses and internal layouts; to submit the resulting proposals for processing
through the formal road safety audit procedures set out in the DMRB;
4 Relevant contact details may be found at www.highways.gov.uk
8

•
ensure that all trafﬁc signing (including road markings) for drivers using the site
complies with the Trafﬁc Signs Regulations and General Directions 2002
(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 designs that take account of the needs of all users,
•
incorporate buildings that are safe, environmentally friendly and energy efﬁcient
so as to maximise sustainability and minimise environmental damage and waste;
•
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;
•
in preparing the design for their lorry parking facilities, operators should give due
consideration to the need for security, ensuring that there is adequate lighting
and taking account of lines of sight from occupied buildings.
43.
Future customer demand/capacity should be an early consideration within the design
process.
44.
Under normal circumstances, a bridge or underpass connecting facilities on opposite
sides of a motorway or trunk road will not be permitted.
45.
The internal layout of new service areas and proposed amendments to existing layouts
must be subjected to a full Road Safety Audit carried out in accordance with the
DMRB.
46.
The access/egress arrangements for new and redeveloped roadside facilities must
accommodate all types of vehicle permitted to enter the site, including abnormal loads
(see paragraphs 86 to 88 below).
FUNDING OF WORKS
47.
The full cost of any works within the motorway or 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 1980.5
STANDARDS OF FACILITIES
48.
Roadside facility operators should endeavour to provide high-quality facilities at all
times. This will instil conﬁdence in road users that, when they stop at a facility, their
essential needs will be met. It is in the interests of operators to encourage drivers to use
their facilities for as long as they require to rest. By ensuring consistently high standards
of hygiene, service, catering, seating and other facilities, operators are likely to increase
both customer numbers and lengths of stay. The consequence will be better-rested and
more-alert drivers, and this is likely to have a positive impact on road safety.
5 Guidance on S278 Agreements can be found at
www.dft.gov.uk/pgr/regional/strategy/policy/guidancesection278highwaysact
9

49.
Roadside facilities can provide an important ﬁrst impression for visitors to England.
Thus it is vital that facilities can offer all road users a clean, safe and welcoming
environment in which to rest during the course of their journey.
50.
Improved standards at MSAs and MRAs will be promoted through the mechanism of
an independent quality award scheme based on a cyclic inspection regime. Participation
is voluntary, but the operators are encouraged to take part and assist in deﬁning the
framework for the system. However, it is expected that the scheme will include access
and other equality issues as a consistent factor.
51.
Advice on equality issues should be sought from national access and equality groups.
Quality awards based on the outcome of the inspections should be displayed
prominently within the amenity building; one ‘star’ will be the lowest rating possible, as
it is necessary to distinguish participating and non-participating sites. Results may also
be displayed on sign 2917 of the Trafﬁc Signs Regulations and General Directions
(TSRGD) (see Annex A).
SPACING OF ROADSIDE FACILITIES ON MOTORWAYS
52.
Policy on the spacing of roadside facilities on motorways needs to balance the road
safety beneﬁt of allowing drivers regular access to services with the potential detriment
to safety, trafﬁc ﬂow and the environment of development alongside motorways and at
motorway junctions.
53.
Drivers are encouraged to stop and take a break of at least 20 minutes every two hours.
Drivers of HGVs 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.
54.
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). Finally, any development accessed from a motorway (including roadside
facilities) risks the creation of additional local journeys that would not previously have
been made.
55.
The existing network of MSAs has evolved around a long-standing spacing criterion of
30 miles. This was based on the premise that drivers should be given the opportunity to
stop at intervals of approximately half an hour. However, at peak hours, on congested
parts of the network, travel between MSAs can take longer than 30 minutes. Further,
90 km/h (56 mph) speed limiters for HGVs limit the distance they can travel in 30
minutes to a maximum of 28 miles (45 km). Any new application for a core MSA should
therefore be considered on the basis of a 28 mile (45 km) distance, or 30 minutes'
travelling time,6 from the previous core MSA, whichever is the lesser.
6 Median average inter-peak travelling time.
10

56.
The absolute minimum acceptable distance between facilities on the same route is 12
miles.
57.
All existing MSAs, and new facilities that have been registered in the planning systems
prior to the date of publication of this document (which subsequently receive planning
consent) and any future sites that ﬁll existing gaps in the core network must provide the
required features of a site having that status.
58.
Where a clear and compelling need and safety case can be demonstrated, applications
for an inﬁll service area may be considered. 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;
•
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.
59.
Where inﬁll sites are proposed, the Government’s preference will be that they should be
located roughly halfway between MSAs, unless it can be shown that an off-centre
location is more suitable in either operational, safety or spatial planning terms or in its
ability to meet a particular and signiﬁcant need. The Government will not agree to more
than one inﬁll site between any two core MSAs. Where the spacing between two
existing MSAs is 40 miles or greater, any inﬁll site that might be permitted will also be
designated as a Core site and must provide the required range of facilities (see
paragraphs 67 to 71 below).
60.
Where the spacing between existing Core sites is less than 40 miles, any inﬁll site that
might be permitted may take the form of a Rest Area.
61.
Rest Areas will provide some though not necessarily all of the range of facilities of a
Core MSA.
PICNIC AREAS AT MSAS AND MRAS
62.
Picnic areas are attractive to many drivers who would like to stop and take a break
without leaving the motorway but who prefer to bring their own food rather than
purchase it. All new MSAs and MRAs are required to provide picnic areas.
11

63.
Operators of existing core MSAs are encouraged to invest in picnic areas at their own
sites. The availability of a picnic area will increase the likelihood that drivers will stop
and take a break at the MSA.
64.
Provided the criteria set out in paragraphs 65 and 66 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).
65.
The picnic area must be equipped with a minimum of ten tables, each with seating for
six. Properly covered rubbish bins must also be provided within picnic areas. These are
to be regularly emptied to avoid any spillage. Operators are encouraged to provide cover
for the picnic area when possible.
66.
The picnic areas provided at MSAs and MRAs should be laid out in an attractive
setting. If the picnic area is segregated from the amenity building and the main car park
by a circulatory carriageway, dedicated parking for motorcycles, cars and
caravans/motorhomes as well as toilet facilities shall be provided at 0.1 of the ﬁgures set
out at Annex B (rounded up) so as to avoid the need for pedestrians to cross the trafﬁc
ﬂow.
67.
The Highways Agency will work with the operators to increase the quality and
availability of picnic area facilities at existing sites.
MANDATORY FEATURES OF AND LEVELS OF PROVISION FOR ROADSIDE
FACILITIES ON MOTORWAYS
Requirements for motorway service areas
68.
All MSAs (including the network of Core sites deﬁned at paragraph 57 above) must
provide as a minimum the following facilities for 24 hours a day, 365 days a year:
•
free parking for up to two hours for all types of vehicle (see Annex B);
•
free toilets and hand-washing facilities for all road users, with no obligation
to make a purchase (see Annex C);
•
parent/carer and child facilities containing baby-changing amenities;
•
access to a signed, free, private breastfeeding area;
•
a free picnic area (meeting the criteria set out at paragraphs 65 and 66 above);
•
access to a cash-operated telephone (card phones alone will not sufﬁce);
•
fuel;
•
snacks and hot drinks;
12

•
free play area for children;
•
the site must also comply with all current and future equality legislation.
69.
There must also be hot substantial food and hot drinks available between the hours of
6 am and 10 pm.
70.
Under the Licensing Act 2003, any premises that provide late-night refreshment (i.e.
hot food and drink) between 11.00 pm and 5.00 am for sale to the public require
appropriate permission from the local licensing authority.
71.
Access must be permitted for up to two hours for those carrying out emergency repairs
to broken-down vehicles.
72.
Access must be permitted for parties carrying out duties for and on behalf of the
Secretary of State for Transport.
Requirements for motorway rest areas
73.
A facility designated as a Rest Area must be open for 24 hours a day, 365 days a year
and provide the following facilities:
•
free parking for up to two hours for all types of vehicle at half the level required
for MSAs (see Annex B);
•
free toilets and hand-washing facilities for all road users, with no obligation to
make a purchase (see Annex B);
•
parent/carer and child facilities containing baby-changing amenities;
•
access to a signed, free, private breastfeeding area;
•
access to a cash-operated telephone (card phones alone will not sufﬁce);
•
a free picnic area (meeting the criteria set out at paragraphs 64 and 65 above);
•
free play area for children;
•
the site must also comply with all current and future equality legislation.
74.
Access must be permitted for up to two hours for those carrying out emergency repairs
to broken down vehicles.
75.
Other facilities provided would be at the discretion of the operator, but in every case
these must be in full compliance with the other requirements of this policy.
76.
Access must be provided for parties carrying out duties for and on behalf of the
Secretary of State for Transport.
13

LEVELS OF PROVISION AT ROADSIDE FACILITIES ON MOTORWAYS
Parking general requirements
77.
MSAs, and MRAs must provide free short-term parking for all classes of vehicle. Annex
B sets out the method for calculating how many parking spaces must be provided for
certain classes of vehicle and users at MSAs and MRAs.
78.
The operator/designer of the MSA or MRA should reach agreement with the Highways
Agency on the most appropriate method of controlling trafﬁc and the layout of parking
areas within the site (see ‘Design Standards’).
Parking for disabled travellers
79.
Parking bays for disabled users of all types of vehicle should be located in close proximity
to the main entrance of the amenity building. The number of bays dedicated for use by
disabled travellers is set out in Annex B.
Facilities for motorcyclists
80.
Operators should provide dedicated signed parking spaces for motorcyclists, enabling
the rider to secure the bike to a sound structure. They should be located close to the
amenity block for security reasons. A number of free lockers should be provided for
storage of helmets and clothing, so that riders may rest comfortably. However, a deposit
charge may be levied to ensure the return of keys.
Parking for caravans, motorhomes and other light vehicles towing trailers
81.
Parking for caravans/motorhomes and other light vehicles towing trailers should not be
located within the HGV parking area. A safe walking route from the parking area to the
amenity building should be provided. Further, the parking area should not be situated
such that manoeuvres cause a safety issue for other customers (see paragraphs 45 and
46). Parking bays should be laid out in a drive-through pattern so that caravan,
motorhome and light vehicle trailer towing drivers are not required to reverse to exit.
82.
A minimum of two parking bays suitable for caravans/motorhomes and other light
vehicles towing trailers should be situated close to the amenity building for the
convenience of disabled users of such vehicles (see Annex B).
83.
Operators may provide overnight parking facilities for caravans and motorhomes.
Facilities for the supply of fresh water, electrical hook-up and the disposal of foul and
grey water may also be provided. However, caravans and motorhomes should not be
permitted to stay on site for more than a maximum of twelve hours.
84.
Operators are also expected to provide parking for vehicles towing all types of trailer
(including horseboxes and trailer tents).
Coach parking
85.
Coach parking should be segregated from the HGV parking area and a safe walking
route to the amenity building should be provided.
14

Provision for abnormal loads
86.
At MSAs, parking facilities suitable to accommodate abnormal-load vehicles should be
provided for the purpose of statutory rest breaks or escort handover.
87.
The minimum requirement is for the provision of a single bay capable of
accommodating abnormal loads that are covered by the Road Vehicles (Authorisation
of Special types) (General) Order 2003. This covers loads up to 30 m rigid length, 6.1
m wide and 150,000 kg total weight (maximum 16,500 kg axle weight). An allowance
should also be made for a tractor unit for tractor/trailer combinations, so the bay should
have a minimum length of at least 47.5 m.
88.
However, the promoter of a new MSA should liaise with the Highways Agency’s
Abnormal Load Team regarding any need for enhanced provision, such as multiple bays
or provision for larger ‘Special Order’ categories of vehicle.
HGV parking
89.
In addition to the minimum parking spaces for HGVs, operators are required to provide
shower and toilet facilities within the HGV parking area (for numbers see Annex B). A
snack bar located within the HGV parking area providing hot food and drinks is
permitted. A safe walking route to the amenity building should also be provided.
90.
Operators are required to permit self-propelled horse boxes (as opposed to trailers – see
paragraph 77) to park in the HGV parking area.
Toilets
91.
Annex C indicates how the number of toilets should relate to the number of parking
spaces. If an operator believes that the calculation will lead to overprovision of facilities,
the Highways Agency will consider requests for derogation from these requirements,
based on an impact assessment.
92.
The standards laid down in the Charter of the British Toilet Association are
commended, and the Highways Agency strongly advises all operators to meet its
requirements.
Parent/carer and child rooms
93.
Parent and child facilities should be provided at the levels laid down in Annex B.
94.
Such facilities should be separate and not combined with toilets. Parent and child
facilities must be fully accessible to disabled users.
95.
The female parent/carer and child room must contain a screened area with seating,
where women who do not wish to breastfeed in public can do so in private. This facility
should be clearly signed.
96.
However, operators are encouraged to adopt breastfeeding-friendly policies and should
consider displaying the international breastfeeding symbol prominently in their amenity
buildings.
15

ON-LINE AND JUNCTION SITES
97.
Although an MSA situated at a junction may be signed from the motorway, there is a
presumption in favour of on-line sites. Junction MSAs are more likely to generate
undesirable trips from the surrounding area if the facilities are attractive to local
residents. In addition, sites that are located further away from the motorway network
might discourage drivers from stopping to rest. Where drivers do make use of such
facilities, there is a need to leave the motorway, negotiate the junction and later rejoin
the motorway. All of these manoeuvres increase the risk of accidents occurring and may
cause congestion at the junction or exacerbate an existing congestion problem.
98.
However, a junction site may be considered in circumstances where it can clearly be
demonstrated that the construction of an on-line MSA would have an adverse impact
or could not be delivered due to planning, operational or environmental constraints.
SIGNING OF ROADSIDE FACILITIES
Signing on road network
99.
Annex A details the criteria for signing all types of roadside facilities on the road
network and the signs that should be used.
Signing within roadside facilities
100. All trafﬁc signs and markings within roadside facilities should conform to the standards
laid down in the TSRGD 2002 as amended or replaced from time to time.
Advertising within roadside facilities on the motorway
101. Advertisements situated within roadside facilities on motorways that are visible from
the motorway are not permitted. This includes advertisements mounted internally or
externally on footbridges or connecting road bridges.
TRAFFIC INFORMATION POINTS AT MSAS
102. To help the travelling public make informed travel decisions and plan their onward
journeys, MSA operators are encouraged to provide trafﬁc information to customers.
Operators are also encouraged to provide sufﬁcient space to support the installation of
a Trafﬁc Information Point.
103. Where a Trafﬁc Information Point is installed, the Highways Agency will be happy to
advise on its location and size, on a case-by-case basis.
RETAIL ACTIVITIES AT MSAS AND MRAS
Retail general requirements
104. The Government is committed to the principle of discouraging MSAs and MRAs from
becoming destinations in their own right. A modest degree of retail development is
permitted, so that MSAs and rest areas may serve the needs of road users, but not so
16

that they attract customers from the local area. Creating a destination in its own right
would generate additional trips on the motorway network and may have an adverse
impact on local retail trade.
105. The maximum retail sales ﬂoorspace permitted at an MSA or MRA is 500 m2.
Additional areas may be used for retail storage, but there shall be no public access and
sales shall not be permitted from these areas. Where an MSAs amenities are split
between two distinct sites on either side of the motorway, it will be permitted to have
up to 500 m2 of retail space at each site, provided customers are not required to cross
the motorway to reach essential facilities. Where ﬂoorspace provision in excess of
250 m2 per side is proposed, the provisions in paragraphs 106–108 shall apply:
•
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 6 am
and 10 pm) must be available and open at each site.
106. Trading will not be permitted on bridges connecting two sides of an MSA or MRA.
107. The ﬂoorspace restriction is set at a level to allow MSAs and MRAs to provide an
adequate range of facilities to serve the travelling public. It has no direct correlation
with trafﬁc ﬂows. Therefore, an MSA or MRA situated at a junction and which serves
trafﬁc using both carriageways is permitted only 500 m2 of retail ﬂoorspace.
108. Operators are encouraged to provide a range of alternative catering outlets that would
increase the choice available to road users.
Games area
109. MSAs and MRAs are permitted, in addition to retail space, a modest games/gaming
machine/exercise machine area not exceeding 100 m2 to provide drivers and passengers
with an opportunity to relax during long trips.
TOURIST INFORMATION CENTRE
110. Operators are encouraged to develop and promote tourist information services by
participation in the Enjoy England Ofﬁcial Partner programme promoted by Visit
Britain. Space should be allocated within MSAs to undertake this activity, which will
not be counted against the 500 m2 retail limit. In order to provide an income stream to
support the delivery of this service, an accredited tourist information centre located
within an MSA may be accompanied by an additional 50 m2 of retail ﬂoorspace (over
and above the 500 m2 limit as per paragraph 105) for the sale of products originating
from the region.
111. Tourist information facilities may also be provided at MRAs.
17

FUEL FORECOURT
112. The petrol ﬁlling station is permitted a retail facility that is limited in scale and
genuinely ancillary to the sale of fuel.7
113. Operators are encouraged to provide basic safety facilities such as air and water at no
cost to customers.
114. Operators are encouraged to provide a wide range of fuels, including LPG and bio-fuels.
115. Operators are expected to provide assistance at pumps for disabled travellers.
SALE OF ALCOHOL
116. There is to be no sale or consumption of alcohol anywhere on the premises of a MSA
or MRA.
LODGES
117. Service areas are permitted to provide a lodge offering overnight accommodation for
drivers/passengers.
118. When located at an on-line MSA MRA or TRSA, lodges are expected to only serve
trafﬁc using the side of the carriageway on which the lodge is sited, unless a dedicated
link road to the other side of the facility is provided.
119. The overnight accommodation is to serve road users on the way to their destination,
and will not be permitted to become a destination in its own right.8 The lodge will be
allowed to provide dining facilities.
120. There is to be no sale or consumption of alcohol within MSA or MRA lodges.
121. The lodge will be required to provide one parking bay per two lodge bedrooms in
addition to the parking provision required for the service facilities.
122. Impact Assessments will be required for any proposal that exceeds the above criteria9 or
where operators seek to deviate from the minimum criteria. Early discussions with the
Highways Agency will enable the scope of the Assessment to be agreed.
CONFERENCE FACILITIES AND BUSINESS CENTRES AT MSAS
123. MSAs can offer a sustainable location at which to hold business meetings by reducing
the overall distance that delegates need to travel. Operators may therefore be permitted
to develop a modest conference facility or business centre at an MSA, where the
proposal is supported by an acceptable Impact Assessment.10 This would need to
demonstrate either that no new trips would be generated on the SRN, or, if there would
be, that overall vehicle mileage would be reduced.
7 See Planning Policy Statement 6: Planning for Town Centres
www.communities.gov.uk/publications/planningandbuilding/planningpolicystatement11
8 See paragraphs 13–18.
9 See paragraphs 19–27.
10 See paragraphs 19–27.
18

124. 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 motorway from the
local area.
125. Any conference facility or business centre should have additional parking spaces
(approximately 0.75 spaces per delegate) and dedicated toilet facilities in adequate
numbers.
126. The Highways Agency will not approve any proposal that would cover a ﬂoor area of
greater than 200 m2.
127. There is to be no sale or consumption of alcohol at conference facilities and business
centres.
COACH INTERCHANGE/PARK-AND-RIDE/PARK-AND-SHARE AT ROADSIDE
FACILITIES
General
128. 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.
129. 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
130. 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. Provided that no extra trips are likely
to be generated, 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,
based on an Impact Assessment.
131. Any beneﬁts of a coach interchange must be balanced with the needs of other motorway
users to stop and take a break. Therefore operators should discuss their proposals with
the Highways Agency at the earliest opportunity to agree the scope of the Impact
Assessment. If a coach interchange is permitted, the operator will need to provide
appropriate infrastructure (for example a parking area, a canopy and additional toilets)
to ensure that customer safety and convenience are not compromised. No MSA will be
permitted to operate a coach depot or otherwise to become a destination in its own
right.
19

Park-and-ride
132. 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 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.
133. An alternative form of park-and-ride would 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 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.
134. 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 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
135. 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. Any park-and-share facility would have to provide long-stay parking in
addition to existing minimum parking provision (as deﬁned in 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.
TRUCKSTOPS SIGNED FROM THE MOTORWAY NETWORK
136. In order to be signed from the motorway, a truckstop must meet the following criteria:
•
Signing should normally be limited to truckstops within 2 miles of the motorway
that provide a minimum of 30 HGV parking spaces.
•
Truckstops should provide as minimum facilities: fuel; hot drinks and food;
showers; adequate parking to cater for expected demand; free short-term parking
(minimum two hours); free ﬂush toilets together with hand-washing facilities of
sufﬁcient number to cope with demand, and access to a cash-operated telephone
(card phones alone will not sufﬁce).
•
These minimum facilities must be available 24 hours a day every day except
Christmas Day, Boxing Day and New Year’s Day.
20

137. Signing will not be provided where, in order to reach the truckstop, HGVs would be
required to pass through residential areas.
SIGNED SERVICE AREAS ON ALL-PURPOSE TRUNK ROADS (TRSA)
Spacing
138. There is a clear need at intervals along trunk roads for fuel, parking, toilet and
refreshment facilities, including picnic areas. From the point of view of both the safety
and convenience of travellers there is advantage in the grouping of such facilities at
appropriately sited and spaced locations, without the need (or opportunity) to cross
trafﬁc ﬂows or use the local highway to reach them.
139. Half-an-hour’s driving time should be regarded as the maximum that any driver should
have to travel without the availability of fuel, refreshments, toilets and parking facilities,
including parking for HGVs. It is considered that signed service areas should be sited at
distances apart of approximately 30 minutes11 or 14 miles (whichever is the lesser).
140. 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. In general, the
aim should be to avoid the need for travellers to divert into by-passed communities to
reach facilities that they require. Where there are signiﬁcant barriers to developing new
facilities on the trunk road and where there is a clear road safety need for services, it
may be appropriate to sign trafﬁc off to existing facilities on bypassed roads.
141. Responsibility for identifying sites, acquiring land, seeking planning permission and
developing service areas rests with the private sector. To encourage the provision of
services at appropriate intervals, the Highways Agency will seek to identify stretches of
trunk road between settlements where there is a clear road safety need for a TRSA and
will provide LPAs and developers with this information.
Facilities
142. To be signed from the SRN (see Annex A), the facilities must be:
•
open at least between the hours of 8 am and 8 pm every day except Christmas
Day, Boxing Day and New Year’s Day;
•
limited to a single or two adjoining or interconnected premises;
•
accessed directly from on the road or directly accessible from a junction on the
road;
•
the facilities must also comply with all existing and future equality legislation.
11 Median average inter-peak travelling time.
21

143. To be signed from the SRN. the facilities must provide:
•
fuel;
•
hot drinks and hot food;
•
adequate indoor tables and chairs to cater for expected demand (subject to a
minimum provision for eight persons);
•
free short-term parking (minimum two hours);
•
free toilets available to all road users, together with hand-washing facilities in
sufﬁcient number to cope with demand;
•
parent/carer and child facilities containing baby-changing amenities;
•
access to a cash-operated telephone (card phones alone will not sufﬁce);
•
two car and caravan/motorhome/light vehicle towing trailer parking spaces.
144. The following criteria will also apply:
•
Signing should normally be limited to service areas on ‘A’ numbered roads.
•
Where services are provided 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 facilities are split between two sites on opposite
sides of the road, and connected by a footbridge or subway and with petrol and
parking available at both sides, signing from both directions will be permissible.
•
Only service areas that are accessed directly from the road or have direct access
from a junction on the road can be signed. It is not acceptable to sign drivers
along a route to remotely located facilities; the road must pass the service area.
Where a service area is located at a roundabout, it will be for the trafﬁc authority
to decide on which approaches, if any, signs can be provided.
•
Direct access to and egress from service areas 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, then the appropriate full junction standard should be adopted –
see Technical Document 42 or Technical Document 16.
145. Signs will not be provided:
(a)
in urban areas – subject to speed restrictions of 40 mph or less – as services are
generally frequently available therein;
(b)
where discrimination would occur, ie two or more services establishments of a
similar type on the same side of the road located within 1 mile of each other.
146. Operators are also encouraged to provide tourist information points.
22

147. Under the Licensing Act 2003, any premises that provide late-night refreshment (i.e.
hot food and drink) between 11.00 pm and 5.00 am for sale to the public require
appropriate permission from the local licensing authority.
148. Operators are encouraged to adopt breastfeeding-friendly policies and should consider
displaying the international breastfeeding symbol prominently in their amenity
buildings.
LOCAL SERVICES IN BY-PASSED COMMUNITIES
149. In order to receive signing, qualifying criteria must be met. All the following services
must be available at least during normal shop opening hours, 9.30 am to 5.30 pm
Monday to Saturday (half-day closing excepted), but excluding public holidays
throughout the year:
(a)
Adequate public parking and public toilets with hand-washing facilities (both
clearly signed within the community); public cash-operated telephone; fuel;
refreshments. (Where fuel is not available within the community, but is available
on the main road, a special variant of the sign may be authorised by the Highways
Agency).
(b)
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.
(c)
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.
(d)
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.
(e)
No detriment to road safety, sound trafﬁc management or local amenity should
result from the encouragement of 'facilities-seeking' trafﬁc.
(f)
Encouragement of trafﬁc is acceptable to the local community as a whole (to be
determined by the district council).
(g)
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.
TRADING FROM LAY-BYS
150. Lay-bys are provided on all-purpose trunk roads 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
23

for more than a short period. Drivers should be encouraged to use service areas
wherever these are available, using lay-bys only when stopping is an urgent necessity or
where provision of services is inadequate.
151. 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.
152. 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. The Highways Agency will seek
to work proactively with local authorities to identify lay-bys where trading may safely be
carried out.
153. 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. 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 may expect to
have their licence withdrawn.
154. 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 hand-
washing facilities;
•
the lay-by is suitable for the provision of the required facilities or will be adapted
to achieve suitability prior to the operation commencing.
155. If the Highways Agency does not agree with the proposal, the local authority will not
issue a licence.
156. If traders wish to provide hot food and drink between 11.00 pm and 5.00 am, they must
hold appropriate permission from their local licensing authority under the 2003
Licensing Act.
24

157. A typical layout for a ‘trading lay-by’ is included in the DMRB and a copy of the drawing
is attached at Annex D.
SOCIAL AND ENVIRONMENTAL RESPONSIBILITY
158. 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. Operators should encourage their customers
and staff to behave in an environmentally responsible manner by providing adequate
recycling litter bins where appropriate, promoting sustainable waste practices, and
ensuring the premises and surrounding environment are clean, safe and secure.
Customers should be able to choose from a range of healthy food options, with products
sourced from local providers wherever possible.
25

ANNEX A: POLICY ON THE DESIGN AND USE OF
TRAFFIC SIGNS TO SERVICES AND FACILITIES
ON THE STRATEGIC ROAD NETWORK IN
ENGLAND
A1
INTRODUCTION
A1.1 This policy covers the provision of trafﬁc signs to roadside facilities from the Strategic
Road Network (SRN) in England. It should always be read in conjunction with the
Trafﬁc Sign Regulations and General Directions (TSRGD), S.I.2002 No. 3113, or any
succeeding document.
A1.2 In order to be lawfully placed on or near roads in England, Scotland and Wales, trafﬁc
signs must either be prescribed by the TSRGD or be specially authorised by the
Secretary of State in accordance with section 65 of the Road Trafﬁc Regulation Act
1984.
A1.3 This document supersedes the provisions of Annex J to Roads Circular 04/94 (Revision
of the TSRGD) in respect of the SRN.
A1.4 Detailed guidance on the design and use of trafﬁc signs can be obtained in the
Trafﬁc Signs Manual, which is available from The Stationery Ofﬁce or on the
Department for Transport (DfT) website at www.dft.gov.uk/roads/signs. Working
drawings for most of the signs described in this annex are also available at this location.
A1.5 For non-prescribed signs on the SRN or non-prescribed variants to prescribed signs on
the SRN, site-speciﬁc authorisation must be sought from the Highways Agency, who
will act on behalf of the Secretary of State. For other roads, authorisation must be
sought from the DfT centrally.
A2
MOTORWAY SERVICE AREAS
A2.1 Traffic Signs Agreement
A2.1.1
Provided that a proposed motorway service area (MSA) or an existing
MSA seeking to upgrade its facilities meets the criteria set out by Circular
01/2008, operators will be required to enter into a Trafﬁc Signs Agreement.
Only when such an agreement has been concluded may signing to an MSA
be erected on the SRN. Funding for such signing will be secured by means
of an agreement under section 278 of the Highways Act 1980.
26

A2.2 Sign design and use
A2.2.1
Signing from motorways
A2.2.1.1
At each entry to a motorway (space permitting), there will be a sign to
diagram 2918, indicating the distance to the next MSA along that
motorway. It should normally follow the route conﬁrmatory sign. This sign
is not provided where the MSA is sited before the next junction. If there
are no services on the motorway, or on any intersecting motorway, then
diagram 2918.1 “No services on motorway” should be used.
Diagram 2918
A2.2.1.2
Only if the motorway intersects another one before the next MSA should
a different sign, with distances to more than one MSA, be provided. This
will then be a variant of diagram 2917, with only one MSA per route (up
to a maximum of three routes) and no operators’ names. A permitted
variant allows the legend “No services” to be shown against a particular
motorway on this sign.
Diagram 2917 variant
A2.2.1.3
On the approach to an on-line MSA, at its simplest, the signing should be
as follows:
•
1 mile before a MSA, there should be a sign to diagram 2917;
•
half a mile before the MSA, there should be a sign to
diagram 2919.1;
•
at the start of the diverge into the MSA, there should be a sign
to diagram 2920.1; and
•
on the exit nosing, there should be a sign to diagram 2921 or 2921.1,
depending on the road layout.
No other site-speciﬁc signing is permitted, and these standard signs should
not be varied, other than as permitted by the TSRGD. For example, the
sign at the start of the diverge must not include the pictograms indicating
the range of services.
27

A2.2.1.4
Diagram 2917 includes the distance to the next two MSAs and names the
operators. Where only one motorway route is shown, the motorway
number should be omitted. However, other MSAs reached on other routes
can be included if they are the next but one MSA when following a
particular route. Where appropriate, “No services” can be substituted next
to the motorway number in place of the operator’s name and distance. No
more than three motorway routes should be indicated on this sign. Where
the sign is located on a motorway of four lanes or more, it may be sensible
to vary the distance to 2 miles. The results of an independent inspection
scheme may also be displayed on this sign.
Diagram 2917 – single route
A2.2.1.5
Diagram 2919.1 includes provision for the addition of a header board
displaying the operator’s name and logo in their house style. Height
restrictions apply to this header board, and the width is governed by the
width of the main sign below when designed in accordance with the
normal design rules. It is not permitted to alter the layout of the main sign
to increase the overall width. All lettering on the header board must at
least as large as the transport alphabet used on the main sign. Where the
petrol price panel is included, the numerals should be the size shown on
the DfT working drawings and the display panel should be remote-
operated. Where the petrol price panel is omitted, the white petrol pump
symbol should be added to the beginning of the top row of symbols. Where
the sign is located on a motorway of four lanes or more, it may be sensible
to vary the distance to 1½ miles.
A2.2.1.6
All MSAs are required to meet the strict requirements for disabled access
laid down in primary legislation; therefore signs to diagram 2919.1 will no
longer display the symbol indicating that the MSA is accessible to disabled
users. The omission of this symbol has been authorised until such time as
it is prescribed. Where appropriate, a symbol denoting the availability of a
picnic area (shown on diagram 2305) may be used in its place.
Diagram 2919.1
28

A2.2.1.7
Diagram 2920.1 also includes provision for the addition of an operator’s
header board. As with diagram 2919.1, height restrictions apply to this
header board, and the width is governed by the width of the main sign
below when designed in accordance with the normal design rules. It is not
permitted to alter the layout of the main sign to increase the overall width.
All lettering on the header board must be at least as large as the transport
alphabet used on the main sign.
Diagram 2920.1
A2.2.1.8
On the diverge nosing at the entrance to a MSA, there will normally be a
sign to diagram 2921.1. Exceptionally, diagram 2921 might be appropriate.
It is not permitted to vary these signs in any way, i.e. neither a header board
nor symbols should be included.
A2.2.1.9
Where the MSA is at a standard junction, the 1 mile sign is replaced by
one at 2 miles, the half-mile sign is replaced by one at 1½ miles, and the
word “Services” is added below the route number on the standard nose-
exit sign to diagram 2910 (with a ﬁve-stroke width vertical space between
the exit route number and “Services”). Where possible, the destination
“Services” should be added to the standard directional signing approaching
the junction. However, where this would lead to overload on these signs, a
separate sign to diagram 2920.1 should be provided between the half-mile
and ﬁnal ADSs. This should be sited at least 200 metres, and more if
possible, from any other directional signing.
A2.2.1.10
Where the access to an MSA is from a non-motorway route, continuity
signing should be provided by means of diagrams 2311.1 and 2311.2, as
appropriate. The geographical name may be omitted from these signs, in
which case “services” should be varied to “Services”.
A2.2.1.11
In the unlikely event that the MSA is some distance from the motorway,
the distances given on the motorway signing should be those to the turn-
off for the MSA. It is important not to give the overall distance to the
MSA, as this could mislead drivers into passing the junction, seeking a
later turn-off for the MSA.
A2.2.2
Signing from all-purpose roads
A2.2.2.1
The TSRGD now prescribes signs for use on non-motorway roads
approaching a local road from which a named MSA is accessed.
These indicate the distance and, where required, the direction. Like
motorway signs, these are blue background signs with white lettering,
but unlike motorway signs they may not include either header boards or
petrol price panels.
29

A2.2.2.2
On the approach, a sign to diagram 2310.1 should be used. Signs to
diagram 2310.1 must include the geographical name as well as the word
“services”. This sign is normally provided at half mile, but, where this
would interfere with standard directional signing, other distances may be
shown. Permitted variants are set out in Schedule 16, item 8, to the
TSRGD, and the maximum distance is 2 miles. Note that, unlike the
motorway sign to diagram 2919.1, this sign may not include a panel
showing the price of unleaded petrol. As with signs to diagram 2919.1,
signs to diagram 2310.1 will no longer display the symbol indicating that
the MSA is accessible to the disabled. The omission of this symbol has
been authorised until such time as it is prescribed. On non-trunk roads
authorisation for this change is required from DfT. Where appropriate a
symbol denoting the availability of a picnic area (shown on diagram 2305)
may be used in its place.
Diagram 2310.1
A2.2.2.3
Continuity signing should be provided in the form of signs to diagram
2311.1 and 2311.2 as appropriate. Alternatively, Schedule 16, item 35 lists
those standard directional signs to which a blue panel with the legend
“Services” may be added. “Services” may be varied to a geographical name
and “services”.
Diagram 2311.1
Diagram 2311.2
A2.2.2.4
Signs to diagram 2330 may be used on all-purpose roads to indicate that
there are no services available on a motorway.
A2.2.2.5
Alternatively, signs to diagram 2917 (without operators’ names) may be
placed on all-purpose roads near a motorway. They can be particularly
helpful on the approaches to a motorway junction, where the distance to
the ﬁrst MSA along one or all of the motorway routes accessed from the
junction is greater than drivers would reasonably expect.
A2.3 Financial arrangements
A2.3.1
Signs to diagrams 2917, 2918 and 2921/ 2921.1 should be erected and
maintained at the Highways Agency’s expense and will remain the
property of the Highways Agency.
30

A2.3.2
The faces of diagram 2919.1, diagram 2920.1 and diagram 2310.1 signs
must be paid for by the MSA operator and will remain their property and
responsibility. The support posts, safety fences and any lighting are the
Highways Agency’s responsibility but shall be funded by the MSA operator.
The MSA operator will pay for any surveys by the Highways Agency’s
Regional Ofﬁce to determine the work necessary for the erection of the
diagram 2919.1 sign, including in relation to cabling for any remote control
of the petrol price display.
A2.3.3
For signs to diagrams 2919.1 and 2920.1, a commuted sum should be
charged to recover costs incurred in maintenance that will be the
responsibility of the Highways Agency. This sum should include an
allowance for administration and maintenance. The operator should be
given an estimate of the costs and be asked to pay in advance. The costs of
future replacement of these signs must also be borne by the MSA operator.
It will be acceptable for an MSA operator to arrange the manufacture and
erection of these signs, provided their contractor is approved by the
Highways Agency for working on the motorway and that written
agreement from the Highways Agency’s Regional Ofﬁce is provided in
advance for the work to be done. For those signs for which the MSA
operator is responsible, the operator must sign a Trafﬁc Signs Agreement.
A2.3.4
All other MSA signs are the ﬁnancial responsibility of the Highways
Agency, which will meet all maintenance and replacement costs. However,
where an MSA operator changes its operating name, any costs associated
with changes to signs for which the Highways Agency is responsible will be
met by the MSA operator provided no other changes are needed to the
signs. Operators will also be required to submit a revised signing agreement
to reﬂect changes to the sign permitted. Where changes are required to
existing signs to reﬂect the opening of a new MSA, this cost must be met
by the operator of the new facility.
A3
MOTORWAY REST AREAS
A3.1 Traffic Signs Agreement
A3.1.1
Provided that a proposed motorway rest area meets the criteria set out in
Circular 01/2008, operators will be required to enter into a Trafﬁc Signs
Agreement. Only when such an agreement has been concluded may
signing to a rest area be erected on the trunk road network. This applies to
all of the SRN. Funding for such signing will be secured by means of an
agreement under section 278 of the Highways Act 1980.
A3.1.2
Because they do not provide all of the facilities of an MSA (in particular,
fuel may not be available) rest areas will not be included on any advance
direction signs (ADS) to diagram 2917 or standard signs to diagram 2918
at motorway entries.
31

A3.2 Sign design and use
A3.2.1
Signing from motorways
A3.2.1.1
On the approach to an on-line rest area, the signing should be as follows:
•
One mile before a rest area, there should be a sign to diagram
NP2918.2 (non-prescribed sign). In some circumstances, it may be
appropriate to vary the distance on this sign.
Non-prescribed sign NP2918.2
•
Half a mile before the rest area, there should be a sign to diagram
NP2919.3 (non-prescribed sign) indicating the facilities available at
the rest area.
Non-prescribed sign NP2919.3
–
This diagram does not include provision for a header board to
be added. However, it should include the name of the rest
area to help driver identiﬁcation.
–
The pump, LPG fuel, and "i" symbols may be omitted as
appropriate. The spoon and fork symbol (denoting restaurant
facilities) may be substituted for the cup symbol. The
remaining facilities may be shown on a single row.
–
Where a lodge is provided at a rest area, its availability may
be indicated by the inclusion of a bed symbol on this diagram.
The bed symbol should be shown after the symbols
illustrated above.
•
At the start of the diverge into the rest area, there should be a sign
to diagram NP2920.2 (non-prescribed sign).
Non-prescribed sign NP2920.2
•
On the exit nosing, there should be a sign to diagram NP2921.2 or
NP2921.3 (non-prescribed signs), depending on the road layout.
32

Non-prescribed sign NP2921.2
Non-prescribed sign NP2921.3
No other site-speciﬁc signing is permitted, and these standard signs should
not be varied.
A3.2.2
Rest areas at junctions
A3.2.2.1
Where a rest area is located at a motorway junction and the same slip roads
are being used by other trafﬁc, special arrangements should be followed to
avoid a conﬂict between the rest area signs and the standard advance
direction sign on the approach to the junction.
A3.2.2.2
Where the rest area is at a standard junction, the 1 mile sign (on diagram
NP2918.2 non-prescribed sign) is replaced by one at 2 miles in advance of
the junction exit and the half-mile sign (diagram NP 2919.3 non
prescribed sign) is replaced by one at 1½ miles. The distances on both signs
are changed accordingly.
A3.2.2.3
At the junction, a nose exit sign to diagram NP2910.2 (non-prescribed
sign), which has the words “Rest area” added below the route number on
the standard nose-exit sign (with a ﬁve-stroke width vertical space
between the exit route number and “Rest area”).
Non-prescribed sign NP2910.2
A3.2.2.4
A sign to diagram NP2920.2 (non-prescribed sign), should be provided
between the half-mile and ﬁnal advanced direction sign for the ordinary
junction signing. It should be sited at least 200 metres, and more if possible,
from any other directional sign. Once on the slip road and on the route to
the services, continuity signing using the legend “Rest area” should be
provided to direct drivers. These signs should be white on blue throughout,
irrespective of the status of the road. Where appropriate, they may be
integrated into the advance direction signs.
A3.2.2.5
Where the access to a rest area is from a non-motorway route, continuity
signing should be provided by means of diagrams NP2311.3 and NP2311.4
(non-prescribed signs), as appropriate. The geographical name may be
omitted from these signs, in which case “rest area” should be varied to
“Rest area”.
Non-prescribed sign NP2311.3
Non-prescribed sign NP2311.4
33

A3.2.3
Signing from all-purpose roads
A3.2.3.1
Non-prescribed signs may be used on non-motorway roads approaching a
local road from which a named rest area is accessed. These indicate the
distance and, where required, the direction. Like motorway signs, these are
blue background signs with white lettering.
A3.2.3.2
On the approach, a sign to diagram NP2310.2 (non-prescribed sign)
should be used and must include the geographical name as well as the
words “rest area”. This sign is normally provided at half-mile, but, where
this would interfere with standard directional signing, other distances may
be shown. The symbols may be varied as appropriate to the facilities
available at the rest area and the maximum distance is 2 miles.
Non-prescribed sign NP2310.2
A3.2.3.3
Continuity signing should be provided in the form of signs to diagram
NP2311.3 and NP2311.4 (non-prescribed signs) as appropriate.
A3.2.3.4
Alternatively, the words “Rest area” may be added to those standard
direction signs identiﬁed in Schedule 16, item 35 as being signs to which a
blue panel with the legend “Services” may be added. However, such
variations are non-prescribed and authorisation will be required. “Rest
area” may be varied to a geographical name and “rest area”. On non-trunk
roads, authorisation for this is required from DfT.
A3.3 Financial arrangements
A3.3.1
Signs to diagram NP2918.2 (non-prescribed sign) should be erected and
maintained at the Highways Agency’s expense and will remain the
property of the Highways Agency.
A3.3.2
The faces of diagram NP2919.3 and diagram NP2310.2 signs (non-
prescribed signs) must be paid for by the rest area operator and will remain
their property and responsibility. The support posts, safety fences and any
lighting are the Highways Agency’s responsibility. The rest area operator
must also pay for signs to diagram NP2920.2 (non-prescribed sign), but
they will be the property of the Highways Agency, who will bear the
maintenance costs. The rest area operator will pay for any surveys by the
Highways Agency’s Regional Ofﬁce to determine the work necessary for
the erection of the signs to diagram NP2919.3 (non-prescribed sign).
34

A3.3.3
For signs to diagrams NP2919.3 and NP2920.2 (non-prescribed signs), a
commuted sum should be charged to recover costs incurred. This should
include an allowance for administration and maintenance. The operator
should be given an estimate of the costs and be asked to pay in advance.
The costs of future replacement of these signs must also be borne by the
rest-area operator. It will be acceptable for a rest-area operator to arrange
the manufacture and erection of these signs, provided their contractor is
approved by the Highways Agency for working on the motorway and that
written agreement from the Highways Agency’s Regional Ofﬁce is
obtained in advance for the work to be done. For those signs for which the
rest-area operator is responsible, the operator must sign an Operating
Agreement covering the maintenance and replacement.
A3.3.4
All other rest-area signs are the ﬁnancial responsibility of the Highways
Agency, which will meet all maintenance and replacement costs.
A4
MOTORWAY TRUCKSTOPS
A4.1 Traffic Signs Agreement
A4.1.1
Since the introduction of the 2002 TSRGD, it has been possible to sign
various HGV destinations and routes from motorways using diagram
2929.1. Now, subject to the standards laid out in Circular 01/2008 being
met, specialist HGV facilities (generally known as truckstops) can receive
signing more akin to standard MSA signing. In light of this change, a non-
prescribed sign design has been developed that requires site-speciﬁc
authorisation.
A4.1.2
Provided that a truckstop meets the criteria set out in the main body of
Circular 01/2008, operators will be required to enter into a Trafﬁc Signs
Agreement. Only when such an agreement has been concluded may
signing to a truckstop be erected on the SRN. Funding for truckstop signs,
as for MSA signs, should be secured by means of an agreement under
section 278 of the Highways Act 1980.
A4.2 Sign design and use
A4.2.1
Truckstops are generally located on the local road network adjacent to
a motorway junction. The sequence of signing, therefore, should be
as follows:
•
One and a half miles before the junction from which the truckstop
can be accessed, there should be a sign to diagram NP 2919.2 (non-
prescribed sign) indicating the distance to the junction. It is
important that it is this distance, rather than the overall distance to
the truckstop, that is given, or drivers might pass the turn-off,
believing that there was an access further along the motorway. This
sign is, as yet, non-prescribed, and must be authorised on a site-
speciﬁc basis. It is similar in appearance to other services signing,
35

but, in keeping with the standard convention for HGV route
signing, it has a black background with white lettering. No header
board is permitted.
Non-prescribed sign NP2919.2
•
Between the half-mile and ﬁnal ADSs for the junction, there should
be a sign to diagram 2929, with legend “Puddleworth truckstop” and
an inclined arrow. This is a permitted variant of the prescribed sign
and does not require site-speciﬁc authorisation.
Diagram 2929 for truckstop
•
On the motorway slip road, signing may be provided either by a
further variant of diagram 2929, or by incorporating a black
panel into the standard direction signing. Again, this is permitted
by the TSRGD.
A4.2.5
Continuity signing on local roads should be provided either by means of
signs to diagrams 2805, 2806 and/or 2806.1, varied as necessary, or by
adding black panels to standard directional signing. This, too, is
permitted by TSRGD.
A4.3 Financial arrangements for truck stops signed from the motorway
A4.3.1
All signs should be erected and maintained at the operator’s expense, but
will remain the property of the Highways Agency.
A4.3.2
Where sites do not comply with policy, the operator of the site will be
responsible for the costs of removing any signs.
A5
SERVICE AREAS ON ALL-PURPOSE ROADS
A5.1 Traffic Signs Agreement
A5.1.1
Provided that a proposed service area or an existing service area seeking to
upgrade its facilities meets the criteria set out by Circular 01/2008,
operators will be required to enter into a Trafﬁc Signs Agreement. Only
36

when such an agreement has been concluded may signing to an all-purpose
trunk road service area be erected on the SRN. Funding for such signing
will be secured by means of an agreement under section 278 of the
Highways Act 1980.
A5.2 Sign design and use
A5.2.1
The TSRGD 2002 introduced a new signing regime for service areas on all-
purpose roads. Black and white signs are now prescribed for all service
areas other than named MSAs. A deadline of 1 January 2015 has been set
for replacing existing green background signs on primary routes.
A5.2.2
In advance of services that are open 24 hours of those days required by the
eligibility criteria (laid down in paragraphs 144 and 145 in the main body
of this policy), a sign to diagram 2313.1 may be provided. The normal
distance is half a mile, but, where this would interfere with standard
directional signing, this may be varied in accordance with Schedule 16,
item 8. “Services” may be varied to a geographical name and “services”.
Symbols should be varied according to available facilities, but should
always be used in the order shown on the drawings, and must always
include the WC, petrol pump and cup or fork and spoon (but not both). If
LPG fuel is available, the symbol should be placed after the petrol pump.
The “i“ symbol may be omitted if no tourist information is available and
the bed symbol may be added.
Diagram 2313.1
Diagram 2313.1 variant
A5.2.3
Where services are not open 24 hours, the advance signing should be to
diagram 2313.3. The lower panel may read either “not 24 hrs” or “Fuel
only 24 hrs” as appropriate. Additionally, the same permitted variants
apply as for diagram 2313.1.
Diagram 2313.3
37

A5.2.4
Where services are not open to HGVs, the advance signing should be to
diagram 2313.5, with the lorry symbol varied to the lorry symbol with the
red bar through it, and the words “Lorries only” omitted. Again, the same
permitted variants apply as to diagram 2313.1.
Diagram 2313.5 – no HGVs
A5.2.5
Where required, ﬁnal advance direction signs to service areas should be
designed to diagrams 2313.2, 2313.4 or 2313.6 as appropriate. These
signs may also include the range of symbols shown on the half-mile
advance direction signs, and the symbols should be the same on both signs.
Signs of this type, incorporating symbols, should only be used where
drivers are required to turn off the main road in order to reach services
accessed from a minor road. They should not be used as ﬁnal signs at the
entrance to a service area.
A5.2.6
At the entrance to the service area itself, either diagram 2314.1 or diagram
2314.2 should be used, as appropriate for the road layout. Signs to diagram
2314.2 may also be used at slip road nosings. The direction to a service area
may also be indicated by adding the destination “Services” to standard
directional signing, either directly in the case of non-primary route signs,
or in a panel in the case of green primary route signs. Schedule 16, item 35
indicates those sign diagrams to which this permitted variant applies.
Diagram 2314.1
Diagram 2314.2
A5.3 Financial arrangements
A5.3.1
All signs should be erected and maintained at the operator’s expense but
will remain the property of the Highways Agency.
A6
TRUCKSTOPS ON ALL-PURPOSE ROADS
A6.1 Traffic Signs Agreement
A6.1.1
Provided that a facility meets the criteria set out in the main body of
Circular 01/2008, operators will be required to enter into a Trafﬁc Signs
Agreement. Only when such an agreement has been concluded may
signing to a truckstop be erected on the SRN. Funding for truckstop signs,
as for MSA signs, should be secured by means of an agreement under
section 278 of the Highways Act 1980.
38

A6.2 Full standard services – sign design and use
A6.2.1
Fully qualifying services that cater only for HGVs should be signed in
advance using diagram 2313.5, with symbols varied as appropriate.
Diagram 2313.5
A6.2.2
Where required, ﬁnal advance direction signs to lorry only service areas
should be designed to diagram 2313.6, varied to omit the lorry with the red
diagonal line and add the lorry symbol plus “Lorries only”. These signs may
also include the range of symbols shown on the half-mile advance direction
signs, and the symbols should be the same on both signs. Signs of this type,
incorporating symbols, should only be used where drivers are required to
turn off the main road in order to reach services accessed from a minor
road. They should not be used as ﬁnal signs at the entrance to a service
area.
Diagram 2313.6 – lorries only
A6.2.3
At the entrance to the service area itself, either diagram 2314.1 or diagram
2314.2 should be used, as appropriate for the road layout. Signs to diagram
2314.2 may also be used at slip road nosings. The direction to a service area
may also be indicated by adding the destination “Services” to standard
directional signing, either directly in the case of non-primary route signs,
or in a panel in the case of green primary route signs. Schedule 16, item 35,
indicates those sign diagrams to which this permitted variant applies.
39

A6.3 Special lorry facilities
A6.3.1
Where facilities are provided for HGVs, but do not meet the signing
criteria for all-purpose road services, variants of diagrams 2502, 2505 and
2507 may be used on all-purpose roads. It is for the route manager to
decide whether signing is appropriate. However, an HGV driver should not
be expected to follow such signs unless overnight parking is available.
A6.3.2
The signs would include the blue “P” symbol plus the black lorry symbol
on a white background, with no legend, and certain other permitted
symbols where appropriate.
Diagram 2502
Diagram 2505
Diagram 2507
6.4
Financial arrangements
A6.4.1
All signs should be erected and maintained at the operator’s expense but
will remain the property of the Highways Agency.
7
LOCAL FACILITIES IN OFF-LINE COMMUNITIES
7.1
Restrictions on use
A7.1.1
These signs are for use where a range of basic services are available in a
small town or village lying off the main road, which will often but not
necessarily be a purpose-built bypass. These signs are not to be used on
motorways. Neither are they to be used for towns or cities large enough for
the traveller to assume that a full range of services is available (see
paragraphs 151 and 152 of main policy body).
7.2
Sign design and use
A7.2.1
Advance signing to local facilities should be by means of diagram 2308.1. This
sign should be positioned so as to avoid last minute manoeuvring by drivers.
Diagram 2308.1
40

A7.2.2
The WC, petrol pump and cup symbols should appear on all signs, as these
represent the minimum qualifying criteria for signing. The spoon and fork
(denoting a restaurant), bed or tourist information “i” symbol shall be
omitted where these facilities are not provided.
A7.2.3
Tourist attraction and camping site/caravan park symbols should not be
added, as these would make the sign too complicated. These are tourist
facilities and should be signed separately in accordance with TD 52/04.
A7.2.4
Normally, drivers will be able to obtain the name of the community shown
on the local facilities sign from the standard directional signing at the
junction and on the continuation of the route. However, a ﬂag-type sign to
diagram 2309.1 is prescribed for use at any junction on the route where the
existing local directional signing is not adequate.
Diagram 2309.1
A8
LAY-BYS
A8.1
Lay-bys are an essential element in highway design, giving frequent
opportunities for drivers of all types of vehicle to take a short break. Lay-
bys are signed by means of an advance sign to diagram 2501, plus a sign at
the start of the lay-by to diagram 801.
Diagram 2501
Diagram 801
A8.2
Where there is a WC and/or telephone in a lay-by, advance signing should
be to diagram 2502. The “i” symbol, indicating general information not
associated with tourist attractions, may be added. This sign may also be
used to indicate a parking area reserved for commercial vehicles, by
incorporating the lorry symbol (see paragraph 6.3.2)
Diagram 2502 variants
41

ANNEX B: STANDARDS FOR PARKING AT
MOTORWAY SERVICE AREAS AND MOTORWAY
REST AREAS
The calculations below set out the requirements for MSAs. The requirement in respect
of facilities for MRAs will be half that required for MSAs, and rounded to the higher
number where clear division can not be made.
Calculation12
Variable
Notes
Trafﬁc ﬂow (vehicles per day)13
Light vehicle
A
Advice on trafﬁc ﬂows
HGV and coach
B
is available from
the Highways Agency
No. of parking spaces required14
Cars
0.5% of A
C
HGV
0.5% of B
D
Abnormal load
Minimum of 1
Coach
0.1% of B
E
Coach
interchange15
No. of bays provided
E1
Caravan/
motorhome/
vehicle & trailer
0.015% of A
F
Motorcycle
0.015% of A
G
Dedicated motorcycle
(where the percentage
bays for securing bikes
falls below 10 a minimum
of 10 should be provided)
Additional spaces
One space per
for lodges
2 bedrooms
12 The Highways Agency’s Spatial Planning Team can assist with these calculations.
13 Where the necessary information exists operators may wish to increase the number of parking spaces for particular
types of vehicle to recognise the particular demographics of the road served by the facility.
14 Parking for disabled travellers should be clearly signed at the entrance to the MSA.
15 Where such a facility has been permitted.
42

No. of parking spaces required continued
Spaces for
5% of C (where
disabled users
the percentage falls
below 5 a minute,
5 should be provided)
Spaces for
5% of F (where
disabled users
the percentage falls
Located adjacent to
caravan/motorhome/ below 2 a minute,
the front entrance
vehicle and trailer
2 should be provided)
Spaces for
5% of F (where
disabled
the percentage falls
lodge users
below 2 a minute,
2 should be provided)
43

ANNEX C: STANDARDS FOR TOILETS AT
MOTORWAY SERVICE AREAS AND MOTORWAY
REST AREAS
The calculations below set out the requirements for MSAs. The requirement in respect
of facilities for MRAs will be half that required for MSAs, and rounded to the higher
number where clear division can not be made. The variables used are the same as those
used in Annex B.
No. of passengers requiring use of toilets
Light vehicles
2.3 x (C+F)
H
HGV
1.2 x D
I
Coach
30 x (E + E1)
J
Total
H + I + J
K
No. of toilets required
Average length
of toilet use
3 minutes
Hourly turnover
60 ÷ 3 = 20
No. of
toilets required
K ÷ 20 =
L
Distribution of toilets and parent/ carer and child room
Female
60% of L =
M
(minimum of 10)
Female and
child room
minimum of 2
Located within the
female toilet block
Female disabled
5% of M =
N
users
(minimum of 2)
Male
40% of L
Two-thirds urinals,
Minimum of 10
one-third WCs
Male and child room
Minimum of 2
Located within the
Male disabled user
Minimum of N
male toilet block
Disabled user
Independent unit
independent
Minimum of 1
to allow for
unit
male/female access
44

Dedicated facilities for lorry drivers
Male toilets
1% of I (minimum 2)
Female toilets
1% of I (minimum 2)
Independent disabled user
Minimum of 1
Male showers
Minimum of 2
Female showers
Minimum of 2
Independent disabled user shower
Minimum of 1
45

ANNEX D: DESIGN FOR A TRADING LAY-BY
46

GLOSSARY
ADS
Advance direction signs
AONB
Area of Outstanding Natural Beauty
APTR
All-purpose trunk roads
DfT
Department for Transport
DMRB
Design Manual for Roads and Bridges
and any subsequent revision.
HGV
Heavy goods vehicle
LPA
Local Planning Authority
MRA
Motorway rest area
MSA
Motorway service area
SRN
Strategic Road Network – network of trunk roads, including
motorways, for which the Secretary of State for Transport is
the highway authority
SSSI
Site of Special Scientiﬁc Interest
TRSA
Trunk road service area
TSRGD
Trafﬁc Signs Regulations and General Directions
47

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Document Outline

DfT Circular 01/2008
- POLICY ON SERVICE AREAS AND OTHER ROADSIDE FACILITIES ON MOTORWAYS AND ALL-PURPOSE TRUNK ROADS IN ENGLAND POLICY ON SERVICE AREAS AND OTHER ROADSIDE FACILITIES ON MOTORWAYS AND ALL-PURPOSE TRUNK ROADS IN ENGLAND
  - INTRODUCTION
  - DESTINATION IN ITS OWN RIGHT
  - IMPACT ASSESSMENT
  - DETERMINING THE NEED FOR ROADSIDE FACILITIES ON THE STRATEGIC ROAD NETWORK
  - ACCESS TO THE STRATEGIC ROAD NETWORK
  - CHANGE OF USE OF REDUNDANT ROADSIDE FACILITIES
  - REAR ACCESS/ACCESS TO OTHER DEVELOPMENTS
  - DESIGN STANDARDS
  - FUNDING OF WORKS
  - STANDARDS OF FACILITIES
  - SPACING OF ROADSIDE FACILITIES ON MOTORWAYS
  - PICNIC AREAS AT MSAS AND MRAS
  - MANDATORY FEATURES OF AND LEVELS OF PROVISION FOR ROADSIDE FACILITIES ON MOTORWAYS
  - LEVELS OF PROVISION AT ROADSIDE FACILITIES ON MOTORWAYS
  - ON-LINE AND JUNCTION SITES
  - TRAFFIC INFORMATION POINTS AT MSAS
  - RETAIL ACTIVITIES AT MSAS AND MRAS
  - TOURIST INFORMATION CENTRE
  - FUEL FORECOURT
  - SALE OF ALCOHOL
  - LODGES
  - CONFERENCE FACILITIES AND BUSINESS CENTRES AT MSAS
  - COACH INTERCHANGE/PARK-AND-RIDE/PARK-AND-SHARE AT ROADSIDE FACILITIES
  - TRUCKSTOPS SIGNED FROM THE MOTORWAY NETWORK
  - SIGNED SERVICE AREAS ON ALL-PURPOSE TRUNK ROADS (TRSA)
  - LOCAL SERVICES IN BY-PASSED COMMUNITIES
  - TRADING FROM LAY-BYS
  - SOCIAL AND ENVIRONMENTAL RESPONSIBILITY
- ANNEX A: POLICY ON THE DESIGN AND USE OF TRAFFIC SIGNS TO SERVICES AND FACILITIES ON THE STRATEGIC ROAD NETWORK IN ENGLAND
- ANNEX B: STANDARDS FOR PARKING AT MOTORWAY SERVICE AREAS AND MOTORWAY REST AREAS
- ANNEX C: STANDARDS FOR TOILETS AT MOTORWAY SERVICE AREAS AND MOTORWAY REST AREAS
- ANNEX D: DESIGN FOR A TRADING LAY-BY
- GLOSSARY
- copyright