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Rest Area Best Practice Design Guide

1 Purpose

The aim of this Road Environment Safety Update is to promote good design practices for RTA managed rest
areas. It is not intended to provide detailed design information for site specific rest areas.

2 Introduction

Rest areas are off-road designated locations provided for drivers and passengers to take rest breaks and overcome
fatigue. Rest areas enable drivers to increase the frequency, duration and quality of rest breaks. They provide
roadside amenities which improve the driving experience on NSW roads and support tourism. Rest areas also
provide places for heavy vehicle drivers to stop so that they may observe statutory regulations for driving, take rest
breaks to counter the effects of fatigue, as well as to check their loads and fill in log books.

Rest areas should be designed to encourage road users to take rest breaks or overcome fatigue. If rest areas are
overly noisy, unattractive or poorly serviced they will not fulfil their purpose. Therefore the planning and design of
a rest area is crucial to its attractiveness and intended purpose. Good planning and design requires an integration
of the strategic planning and the detailed design aspects of rest areas. Figure 2.1 presents a concept of an
integrated approach in the planning and design of rest areas.

Strategic Planning of Rest Areas
Rest Area
Site Selection
Rest Area
Site Specific
Design
Increasing level
of details and
specifics

Figure 2.1. An integrated approach in the planning and design of rest areas

23
Issued
February 2004


Road Environment
Safety Update


Rest Area Best Practice Design Guide Approved by:
Version: 1.0 Issued: 27/02/04 Effective date: 27/02/04 GM Road Safety Strategy
UNCONTROLLED WHEN PRINTED

Page 2 Road Environment Safety Update No 23 Feb. 04

! Strategic planning this is associated with examining the locations of rest area needs based on locations and
spacing intervals of existing rest areas and stopping opportunities along a route, future projects on the route,
traffic volume and the composition of traffic. The investigation provides preliminary information regarding the
frequency, size and type of the rest areas to be provided.
! Site Location - potential rest area locations can be identified based on preferences of rest area features that
candidate sites naturally provide such as grade, shade, good views, availability of utilities, and by considering the
geometric and environmental constraints of the sites.
! Site Design rest area site design includes the provision and integrated layout design of facilities, access,
parking, signposting and landscape treatment.

Locating and designing a rest area requires a collaborative design approach involving both road designers and
urban designers in the development of the concept and the details.


3 Strategic planning of rest areas

The selection of locations for new rest areas is often difficult due to the large number of factors that need to be
considered. Locations for rest areas should not be simply selected out of convenience from available unused sites.
Poor placement of a rest area may discourage rest area use by the general public. The initial planning of rest areas
should use an integrated approach along a route long term rather than focussing on the microscopic details of
individual rest areas.

In assessing the long term needs of a route, consideration must be given to natural traffic growth and redirected
traffic from other sources as route improvements are provided.

Consideration should be given to reserving or acquiring necessary land to allow the flexibility of upgrading existing
or new rest area in the future.


3.1 Spacing and stopping frequency

At the macroscopic level of rest area planning, it is important to identify all stopping opportunities along the route.
Locations of stopping opportunities along the route include existing major and secondary rest areas, towns,
commercial service centres, large service stations, and other stopping areas such as truck stopping bays. This assists
in finding sections of the route where new rest areas or improvements complement existing stopping
opportunities.

Factors that need to be taken into consideration in relation to spacing of rest areas include:
! Locations of existing stopping opportunities
! AADT Annual Average Daily Traffic
! Composition of traffic
! Future construction works
! Bypassing of existing stopping opportunities

The spacing of rest areas should be considered in light of the traffic volume and type of traffic, while also taking
into account the distance to existing rest areas, towns, and commercial service centres. In the United States, the
AASHTO Guide for the Development of Rest Areas on Major Arterials and Freeways (2001) suggests an ideal
spacing of 100km or 60 minutes of travel between stopping opportunities. The majority of Australian States
recommend a similar average spacing interval between 80km to 110km for major rest areas.

The spacing of rest areas should also consider the directional benefits and safety of locating rest areas on both
directions on dual carriageways with high traffic volumes and on divided carriageways.




Feb. 04 Road Environment Safety Update No 23 Page 3

3.2 Size & type of rest areas

The provision of a combined light vehicle and truck rest area is recommended wherever possible. Combined rest
areas can be designed to allow greater use of shared amenities and greater economies of scale. Whilst light
vehicles and truck rest area users can share the facilities in combined rest areas, the light vehicle and truck parking
areas should be segregated where possible to avoid internal traffic conflicts, and to minimise disturbance between
the two types of vehicle groups.

Where land availability is limited and access to rest area is inadequate for trucks, a rest area may be limited to light
vehicles use only. A combined truck/car rest area should be located elsewhere in the range of spacing intervals
recommended.

The size of a rest area closely relates to the demand for parking spaces. In the United States, demand estimation
models are developed to estimate the number of vehicle spaces required in rest areas. Such models require data
input such as traffic volume on an hourly basis, proportion of vehicles using a facility and assumed ratios for the
local or regional conditions (FHWA, 2002).

In New South Wales, there is no set practice for the determination of parking spaces in rest areas. The number of
rest area parking spaces should be determined by existing rest area usage patterns, traffic volume and professional
judgement. Where a future Driver Reviver site is planned to locate in a rest area during holiday and peak periods,
design and parking requirements should be discussed in consultation with the Driver Reviver site manager.

For truck rest areas, the provision of around 10-20 truck parking spaces is considered appropriate. For a minor
truck route with low demand for truck parking spaces, 4-6 spaces would be appropriate. An oversized truck rest
area should be avoided as the noise generated by manoeuvring vehicles degrades the quality of rest breaks by
disrupting sleep. Benefits may be obtained by dividing the truck parking area into smaller parts. This may provide
different areas for short term and long term truck parking, and may allow trucks to voluntarily separate sleeping
areas from meal areas and/or refrigerated trucks from other types.


4 Rest area location

Potential rest area locations can be identified based on preferences of rest area features that the sites naturally
provide such as grade, natural shade, good views of the surrounding area, availability of utilities, and by considering
the geometric and environmental constraints of the sites. The following lists some factors that assist in identifying
preferable rest area locations.

! Rest areas should be located within close access to the route and outside the clearzone (see Section 3.7 and
Section 6 of the RTA Road Design Guide).
! Better utilisation can be expected from sites with clear early visibility of facilities.
! Straight sections prior to downgrades, with good sight distance are preferred. This will enable all vehicles, in
particular heavy vehicles, improved egress when leaving or re-entering traffic flow. Heavy vehicle drivers prefer
rest areas located at tops of hills with up grade access into the rest area and a down grade exit. If this cannot
be achieved, the grade when re-entering the road should be flat.
! Flat areas are important for truck parking in rest areas. Long haul truck drivers who take long rest breaks need
a level place to enable sleeping in the truck cabin.
! Trucks require rest areas on the approach to and departure from Sydney. This enables heavy vehicle drivers
to check loads and security, and to wait on the approach to Sydney so that they arrive at the unloading facility
at the appropriate time.
! Areas that provide shade and scenic value are desirable for rest areas. Good views and an attractive setting
will encourage road users to stop (see section 5.5). Shade is particularly important for truck drivers (see also
Section 5.6).
! Close proximity to public utilities such as water, sewerage connections, and electricity is desirable, as this
reduces the cost of building and operating the rest area, as well as improving the quality.


Page 4 Road Environment Safety Update No 23 Feb. 04
! Potential locations for rest areas should undertake environmental assessment to ensure environmental impacts
are minimised. For example, a visual impact assessment will help minimise visual impacts and provide guidance
on the best possible location for good views.


Figure 4.1 Good views from the Lake George rest area encourage people to stop, relax and take their mind off the journey.


5 Rest area best practice design

There are many factors that need to be addressed in the development of a successful rest area. In order to ensure
these are covered and integrated into a coherent approach, it is important that an overall concept is prepared.
Urban designers can assist in preparing this concept design and should be involved in the whole design process.


5.1 Access and egress

Access into and egress from rest areas are important design aspects for rest areas. Access and egress must provide
an adequate level of safety for vehicles entering or leaving the rest area and re-entering the traffic flow.

! Grade Heavy vehicle drivers prefer rest areas located at tops of hills with up grade access into the rest area
and a down grade exit. Uphill exits are very undesirable for trucks and may lead to trucks stopping on the
road shoulder nearby, instead of using the rest area.
! Sight distance to entrance and exit of rest area - Principles of intersection design as defined in the RTA
Road Design Guide Section 4 Intersections at Grade should apply to roadside rest area access points. Sight
distance, design vehicle turning paths and interference to through traffic by decelerating and accelerating
vehicles should be considered at each site.
! Access arrangement - On dual carriageway roads, left in/left out rest area access is always recommended for
both light vehicles and heavy vehicles. This means that rest area facilities must be duplicated (one rest area on
each side of the road). Such pairs of rest areas do not have to be opposite each other. (they may be staggered
down the road).
! Acceleration and deceleration lanes Where required, adequate acceleration and deceleration lanes should
be provided at the exit and entrance of rest areas respectively. Acceleration lanes are provided to enable
entering traffic to accelerate to the design speed of the through roadway. Locating rest areas at the top of
crests also assist vehicles to decelerate and accelerate when entering and leaving the rest area and reduces the
length of acceleration and deceleration lanes. The RTA Road Design Guide Section 4 covers design
requirements of acceleration lane and merge lengths for light vehicles. AUSTROADS AP-R211 Geometric
Design for Trucks provides acceleration lanes and grade requirements for trucks.
! Turning radii - Access into and out of the rest area should consider the turning radii of light and heavy
vehicles including B-doubles.
! Sealed pavement - Access into the rest area should be sealed to enable safe entry and exit.




Feb. 04 Road Environment Safety Update No 23 Page 5

5.2 Provision of facilities

A consistent approach should be adopted in the provision of rest area facilities. Based on survey responses from
truck drivers and rest area users, toilets, shade, picnic tables and chairs, and rubbish bins are considered the most
desirable features at rest areas. In order to minimise life cycle cost, rest area facilities should be durable, low
maintenance, vandal resistant and not portable.

! Toilets - Toilets are considered essential facilities, and it is suggested that they be included at most rest area
sites. Where sewers are located in close proximity to the rest area, toilets should be connected to the
sewerage system. In the majority of cases where a sewer is not available, the selection of toilet type and toilet
designs requires knowledge of estimated rest area usage, especially during holiday seasons. For example,
composting toilets should not be used for high rest area usage conditions. Good toilet designs should include
facilities that are durable and vandal resistant. Simplicity and durability of design enables easy maintenance. The
selection of toilets for rest areas should aim to minimise the whole of life cost.
! Where high usage rest areas are not located in close proximity to sewers, septic tank systems and aerated
wastewater treatment system (AWTS) can be installed to treat wastewater to the required level of effluent
quality for discharge. The RTA must obtain Council approval for the discharge of effluent and must submit a
Section 68 application under the Local Government Act for Council approval for the toilet system. Special
attention must be given for sensitive landuse if effluent needs to be discharged for land applications.
! Where a Driver Reviver site is planned to locate in a rest area during holiday and peak periods, toilets may
need to accommodate higher usage during peak periods. However for low usage rest areas, mobile toilets
may be provided during Driver Reviver operations if the toilets are not designed to take fluctuating loads.
! The selection and design of rest area toilets should take into consideration the ongoing maintenance of the
facility required.
! In general, the recommended number of cubicles for rest area toilets is 2 to 4. Unisex toilet cubicles should
be used to maximise the toilets availability.
! Ventilated toilet designs should be used to minimise odour problems. The roof of a toilet structure can be
designed such that it maximises natural lighting for energy savings and good ventilation.
! Good toilet design and facility which satisfies the functional and maintenance requirements encourages greater
patronage by the motorists in rest area. Where possible, it is important to select toilet and facility of good
design standard to enhance the rest area.
! A Guide to the Selection of Toilets has been developed by RTA Road Network Infrastructure Maintenance
(RNIM) to assist in the selection of toilet types for rest areas.

Figure 5.1 Example of a new generation rest area toilet structure

Figure 5.2 Flushing toilet, vandal resistant stainless steel with
fittings for the disabled
! Water Supply If town water is available at the rest area site, it should be provided for use. Potable water
should be provided where practicable for hand washing. Appropriate signage should be used where the water
is not suitable for drinking.
! Bins Rubbish bins are essential facilities in rest areas. Bins should be enclosed with lids to deter pests and to
avoid rubbish being scattered by wind.
! Lighting - Lighting is useful at rest areas for a number of reasons. The most obvious is that of enhanced
personal safety of rest area users. Not only will lighting aid security to those using the site, but it will act as a
beacon to improve the visibility of the rest area from the road. This will promote its use and also improve the
perceived safety of users as they know they are visible to passers by. Lower level lighting should be provided
in designated truck parking areas to allow heavy vehicle operators the opportunity to take long sleep breaks.

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! Sheltered tables and seats Sheltered tables and seats provide facilities for drivers and vehicle occupants to
take rest and meal breaks. They should be designed to be vandal resistant and minimise life cycle cost.
Location of tables and seats should also consider shade at different times of the day.
Figure 5.3 Examples of rest area sheltered tables and seats

! Information Boards - Information is desirable for tourists, including topics such as local attractions. Information
boards may be erected in rest areas to support tourism in the local area. Information regarding the distance to
the next town or rest area can be provided along with any tourist information for light vehicle drivers. Other
information topics are the aboriginal history and culture of the area, non-aboriginal history, and between
Sydney and Canberra, the Remembrance Driveway theme is used. If an information board is to be provided,
this should be done in consultation with Councils.


Figure 5.4 Information board in rest area
! Play equipment - Where highways bypass a number of towns, it may be appropriate for light vehicle rest areas
to provide facilities such as playground for which people would otherwise stop in towns. Playground design
should incorporate soft-landing areas underneath and around play equipment. Successful playgrounds do not
just depend on the play structures themselves, but also the organization and landscaping of the entire site. It is
appropriate to locate playgrounds close to seating areas to enable adult supervision. Safety fencing may be
appropriate for playgrounds that are located close to roadways or vehicle manoeuvring paths. Playgrounds can
be designed by professional consultants or purchased direct from suppliers. It is important that playground
design complies with the Australian Standard AS1924 for Playground Safety, to address liability issues for
injuries. Playgrounds should be designed to suit a broad age group.


Figure 5.5 Examples of play equipment in rest areas
Feb. 04 Road Environment Safety Update No 23 Page 7
! Facilities for disabled people - All amenities provided in rest areas should be designed to enable use by
disabled people, in accordance with current legislation. For example, toilet access and space inside cubicles
should be appropriate and handrails should be provided inside toilets.
! Safety and crime prevention through design The design of safe built environments improves safety and
security in rest areas. Some design issues to consider include site layout design for easy identification of
pedestrian corridors and destinations, establish clear sightlines through sensitive location of site features, and
maximise the opportunities for natural light into space and pathways illuminated by lighting at night. A clear
sight distance provides a perception of safety and adequate space.


5.3 Environmental considerations in design

! Run-off treatment - Rest areas with high usage especially during holiday seasons may create a considerable
amount of gross pollutants. Parked vehicles in rest areas and in particular trucks may cause oil and grease on
pavements over time. Where rest areas are located close to sensitive environmental areas such as recreational
watercourse, sensitive aquatic environments and National Parks reserves, stormwater treatment measures
should be incorporated in rest area design and drainage design. Grass swales or vegetative strips between the
rest area and roadway may also provide natural stormwater treatment for road runoff. Details of stormwater
treatment is outlined in the RTAs Procedure for Selecting Treatment Strategies to Control Road Runoff.
! Heritage Heritage significance of particular rest area locations should be protected or, if possible,
incorporated in the design and theme of rest area (see also Section 5.5).


5.4 Rest area layout

! In combined rest areas, truck parking spaces should be separated from other vehicles to prevent traffic conflict
during manoeuvring (RTA Road Design Guide Section 3.4.6.1). The separation of light vehicle and heavy
vehicle parking spaces reduces disturbance of truck drivers rest by holiday or other travellers. Landscaped
areas or sound absorbing walls can be used for the separation.
! In combined rest areas, amenities should be located within convenient access to both light and heavy vehicle
drivers and passengers. For example, toilets should be located in the middle between the light and heavy
vehicle parking areas.
! The front-to-rear parking layout (Eg. Figure 5.6) allows trucks of various sizes to make the best use of the
space available and also provides easy manoeuvring in the rest area. This type of parking layout is favoured by
the truck industry.
! Benefits may be obtained by dividing the truck parking area into smaller parts. This may provide different
parking areas for short term and long term truck parking in order to minimise disturbance to those who
require long rest breaks.
! Truck spaces in rest areas need to accommodate the largest size of truck using the route, such as B-doubles.
! The circulation of vehicles in the rest area should minimise internal traffic conflicts. For example, good rest
area layout design should ensure uni-direction flow of heavy vehicles entering, parking and exiting the rest
area. Rest areas should be designed so that reverse parking manoeuvring of heavy vehicles is not required.
! The standard dimensions of light vehicles parking bays design are covered in AS 2890.1-1993 and
AUSTROADS Guide to Traffic Engineering Practice Part 11 - Parking.
! Space should be provided for recreational use. For example grass areas for casual play and relaxation, and
paths for walking and light exercise.
! A landscape buffer zone must be provided to separate the road from rest area and provide a more restful
space, 7 or 8 m is a desirable minimum width for this zone. Nevertheless the rest area should not be hidden
from view. To provide a perception of security it should be laid out so it can be seen from the road. Ground
covers combined with clear trunk trees can help provide both views and a feeling of separation.


Page 8 Road Environment Safety Update No 23 Feb. 04

Figure 5.6 Sample rest area layout design front to rear parking design

Figure 5.7 Sample rest area layout design angle parking design



5.5 Aesthetics

Aesthetics must be addressed early on in the location and design of the rest area. It is insufficient to employ
landscape designers to prepare a planting plan at the end of the design process.

! Landscape design - Rest areas should be aesthetically pleasant to encourage their use. The attractiveness of
rest areas can be achieved through good landscape design, as well as providing local identity and a landmark
along the route. In order to achieve an attractive and memorable outcome, it is desirable to engage an urban
design consultant or landscape architect to advise on the design of rest areas to ensure rest area facilities are
integrated with the site and that the natural environment of the rest area is preserved.
! Urban design consultants with skills in designing attractive, context sensitive and practical external spaces have
been assessed for RTA suitability and are listed in the RTA Registration Scheme for contractors (list available
from the RTA internet).


Figure 5.8 Existing and new planting help to provide a pleasant and memorable space
Feb. 04 Road Environment Safety Update No 23 Page 9
! Natural noise mounds For rest areas that are located close to highly trafficked roads, noise mounds planted
with trees and medium height shrubs may aid to screen out noise generated from road traffic.
! Rest area theme - The use of themes is a relatively low cost method to increase the attractiveness of the rest
areas and encourage their use. An example is the Remembrance Driveway between Sydney and Canberra
where rest areas are named after deceased Victoria Cross winners and information about the VC winners are
displayed in rest areas. Landscaping techniques can be used to highlight distinctive features such as those which
have scenic values or special history of the township to create an identity or theme to the rest area. The
development of rest area theme requires consultation with stakeholders such as local councils (including
adjacent councils), Aboriginal Land Councils and local historic societies.


5.6 Comfort

! Shade Trees provide natural shade in rest areas. Advance planting of trees at potential locations of rest areas
as part of a route planning strategy can provide natural shade opportunities once the rest area is in operation.


Figure 5.9 Natural shade in rest areas
! Flat surface a level surface in rest area is desirable. Long haul truck drivers who take long rest breaks need a
level place to enable sleeping in the truck cabin.
! Quiet Environment - Heavy Vehicle rest areas require a reasonably quiet and restful environment for drivers
to use for rest or sleep. The truck parking area is best located to screen out headlights glare from passing
vehicles. Truck parking spaces should be separated from light vehicle parking area to minimise interruptions.


5.7 Signposting

Advance signposting should be provided to enable drivers with adequate time to decide to use a particular rest
area amenity, showing the amenitys location and the level of facilities provided.

The RTA Technical Direction TD2003/RS01 Signposting of Rest Areas, Driver Reviver Sites and other Rest Stops
outlines the scheme of rest area signposting to be used. The Direction aims to inform drivers about the locations
of and distance to the upcoming three stopping opportunities.


6 Maintenance and life cycle cost

Maintenance plays an important role in up-keeping the attractiveness of rest areas and encouraging vehicle drivers
or occupants to take rest breaks. The following lists some of the maintenance considerations for rest area facilities.
! Toilet maintenance cleaning, waste disposal, routine repairs of damages caused by vandalism.
! Litter collection
! Landscaping maintenance RTA Model Landscape Management Plan
! Maintenance of fixtures
! Regular monitoring and maintenance of play equipment
! Pavement




Page 10 Road Environment Safety Update No 23 Feb. 04
Rest areas should be designed to serve their purpose in an appropriate way and to minimise whole of life cost. For
example, when selecting the type of rest area toilets, consideration should be given to whole of life costing,
including operation and maintenance costs. Although composting toilets have low start up cost, maintenance cost
of pumping out sewage from composting toilets is relatively high. In high usage rest areas, the provision of flushing
toilets connected to a treatment plant or to a nearby sewerage system will offer a relatively lower whole of life
cost as compared to composting toilets.

Appropriate training of maintenance operators should be in place and adequate to maintain the attractiveness of
rest areas.



7 References

American Association of State Highway and Transportation Officials AASHTO (2001), Guide for the
Development of Rest Areas on Major Arterials and Freeways, 3
rd
Edition, Washington DC.

Department of Transport and Regional Services DOTARS, The National Highway Rest Area Policy.
Online: www.dotars.gov.au/transprog/road/nat_hwy/restareas.htm

Federal Highway Administration FHWA (2002), Model Development for National Assessment of Commercial
Vehicle Parking, Report No. FHWA-RD-01-159.


























Further information:

Road Safety Design and Management Program Manager Tel 9218 6405 Fax 9218 6745

www.rta.nsw.gov.au

Roads & Traffic Authority
Road Environment Safety Update No 23, Feb. 2004 RTA/Pub 04.048