DESIGN MANUAL FOR ROADS AND BRIDGES

VOLUME 6 ROAD GEOMETRY

SECTION 3 HIGHWAY FEATURES

PART 6

TA 98/08

THE LAYOUT OF TOLL PLAZAS

SUMMARY

This Advice Note gives guidance on the layout of toll

plazas and the factors that need considering during their
design. It can be used for the design of new toll plazas
and for modifying existing ones.

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February 2008
 DESIGN MANUAL FOR ROADS AND BRIDGES TA 98/08
Volume 6, Section 3,
Part 6

THE HIGHWAYS AGENCY

TRANSPORT SCOTLAND

WELSH ASSEMBLY GOVERNMENT

LLYWODRAETH CYNULLIAD CYMRU

THE DEPARTMENT FOR REGIONAL DEVELOPMENT

NORTHERN IRELAND

The Layout of Toll Plazas

Summary: This Advice Note gives guidance on the layout of toll plazas and the factors that
need considering during their design. It can be used for the design of new toll
plazas and for modifying existing ones.
Volume 6 Section 3
Part 6 TA 98/08 Registration of Amendments

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 Volume 6 Section 3
Registration of Amendments Part 6 TA 98/08

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 DESIGN MANUAL FOR ROADS AND BRIDGES

VOLUME 6 ROAD GEOMETRY

SECTION 3 HIGHWAY FEATURES

PART 6

TA 98/08

THE LAYOUT OF TOLL PLAZAS

Contents

Chapter

1. Introduction

2. Toll Plaza Carriageway Layout

3. Further Aspects to Consider

4. Toll Plaza Glossary of Terms

5. Illustrations Referred to in The Text

6. References

7. Enquiries

February 2008
Volume 6 Section 3 Chapter 1
Part 6 TA 98/08 Introduction

1. INTRODUCTION

Scope blend of the various elements within the available space

balances considerations of safety, environmental
1.1 This document gives guidance on the layout of impact, cost, buildability, operation and maintenance.
toll plazas and the factors that need considering during The decision making process should include
their design. It is based on experience gained by consideration of the often complex interaction between
operators of major existing toll facilities in the UK and these factors and other design constraints. Proper
also draws on experience of European and American consideration of the basic design requirements will help
operators. ensure that both the new facility and the highway fit
harmoniously into their surroundings.
1.2 This document is not intended to be a detailed
design guide for the construction of toll plaza Persons with Disabilities
pavements or structures.
1.8 Legislation prohibits discrimination on the basis
1.3 In projects where free-flow express lanes are to of disability. The designer should take into account the
be incorporated there will be a requirement to separate implications of such legislation when considering the
the express traffic from the rest of the flow. The design and operation of toll plaza features. The toll
highway design requirements for this and the
operator should therefore provide means for receiving
subsequent merge will be similar to the requirements of
the toll fee from all users at any time.
TD 22 (DMRB 6.2.1). This guidance document relates
to the traffic approaching the toll plaza. 1.9 As part of the development of the toll plaza
operations policy, the designer, in conjunction with the
1.4 An explanation of the terms used in this operator, should consult with disabled individuals and
document is included in Chapter 4 ‘Toll Plaza Glossary representative groups to identify and understand their
of Terms’.
requirements.

Implementation 1.10 If necessary, a designated facility should be

incorporated into the toll plaza which is designed
1.5 This Advice Note should be used forthwith on all specifically to meet the needs of disabled users based
schemes for the construction, improvement and upon the information collected through the consultation
maintenance of toll plazas on trunk roads including exercise.
motorways, currently being prepared, provided that, in
the opinion of the Overseeing Organisation, this would 1.11 Designers should also seek to ensure that the
not result in significant additional expense or delay working environment at the toll plaza is accessible to
progress. Design Organisations should confirm its all employed persons, including those with disabilities.
application to particular schemes with the Overseeing
Organisation. Where this is confirmed, the contract 1.12 Further advice on designing to meet the needs of
documents for the Works should be written to reference persons with disabilities is found in guidance notes
this Advice Note. ‘Reducing Mobility Handicaps’, published by the
Institution of Highways and Transportation, and
‘Inclusive Mobility’, published by the Department for
Background Transport’s Mobility and Inclusion Unit.

1.6 There are many elements in a toll plaza facility Environmental Design
that involve a number of interrelated design decisions.
These elements need to be integrated with each other
through balanced design to satisfy the numerous 1.13 Environmental design is an integral aspect of the
requirements of a toll plaza. design of any road and toll facility. Many features such
as landscaping, air quality and noise can have a radical
1.7 A holistic approach is required throughout the effect on the environment and its protected habitats and
design process. The designer should ensure that the species. The ‘Good Roads Guide’ HA 55, HA 63

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Chapter 1 Volume 6 Section 3
Introduction Part 6 TA 98/08

(DMRB 10.1 to DMRB 10.3), HA 67 (DMRB 10.4) 1.18 For the purposes of visibility for the approaching
and DMRB Volume 11 provide further advice. driver the toll plaza should be treated as a ‘junction’
within the context of TD 9 (DMRB 6.1.1). The
1.14 Toll Plaza sites tend to be large, open, brightly lit “immediate approach to a junction” should be taken as
and obtrusive. Topographically hidden sites are best. that length of carriageway from a point 1.5 times the
Associated buildings within the toll plaza area should desirable minimum stopping sight distance upstream of
be considered as part of the overall design; input from a the start of the Approach Zone to the end of the
registered architect should be considered. Reference Departure Zone.
should be made to the Highways Agency sponsored
publication ‘The Appearance of Bridges and other Northern Ireland
Highway Structures’ ISBN 0 11 551804 5 published by
TSO.
1.19 The legislation referred to in this document may,
in some instances, have a Northern Ireland equivalent.
Health and Safety Responsibilities For schemes in Northern Ireland the designer should
refer to the Overseeing Organisation for advice.
1.15 The designer is required to consider the operation
and future maintenance of the toll facility when
selecting the most appropriate configuration. It is a
requirement of Health and Safety legislation that the
designer considers the safety of maintenance activities
during the plaza design. The designer should compile a
checklist of all relevant health and safety issues to
ensure that all planned and routine operational and
maintenance activities are considered.

Toll Plaza Location

1.16 The location of a toll plaza can have a significant

effect on both its operational performance and
environmental impact. Therefore, consideration of the
major contributory issues should be undertaken at the
initial design phase to determine the optimum location.

1.17 Some major contributory issues are:

• visibility to approaching traffic;

• horizontal and vertical alignment of mainline;

• proximity to road junctions;

• safety and security;

• consistency with any other toll plazas in the area;

• environmental impact;

• land take and land suitability;

• capital cost;

• economic assessment;

• access to existing infrastructure.

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Volume 6 Section 3 Chapter 2
Part 6 TA 98/08 Toll Plaza Carriageway Layout

2. TOLL PLAZA CARRIAGEWAY LAYOUT

Toll Plaza Configurations, Elements and Layout • Traffic Control – Use of traffic signals and/or
rising-arm barriers.
2.1 Layouts for toll plazas should be developed in • Shared facilities, i.e. will service areas or
accordance with the guidance in this Advice Note and highway maintenance units be combined with the
in conjunction with the Overseeing Organisation’s toll administration and associated welfare
requirements. facilities?

Design Factors Width of the Toll Plaza

2.2 The simplest description of a toll plaza is a length 2.6 The width of the toll plaza is principally
of highway where the carriageway width increases to established by the number of toll lanes necessary to
accommodate additional traffic lanes and their deal with design level of traffic flow. The number of
associated toll collection facilities; see Figure 2/1. The toll lanes required to process that traffic flow is
design of a toll plaza is influenced by a multitude of dependant upon their combined throughput.
factors which will determine the number of toll
collection facilities and hence the width and the
resultant length of the toll plaza. Maximum vehicle demand

2.3 Different schemes will require different toll plaza 2.7 The number of toll lanes required will depend on
arrangements. One-way tolling may be effective for the maximum traffic demand that the facility is required
structures such as major bridges or tunnels if there is no to cope with. The maximum potential design flow may
viable alternative route. Two-way tolling may require be taken as the hourly maximum traffic capacity of the
one-way toll plazas at each end of the structure to approaching or departing highway. However, lower
remove the risks associated with traffic queues forming design flows may enable a more economical but equally
within a tunnel or along one carriageway of a bridge. efficient design to be achieved. The chosen design flow
and traffic mix will be the major determinant of the
2.4 Tolled highways may be provided with toll number of toll lanes required. Where express lanes are
facilities at strategic locations or at all entry or exit to be incorporated the proportion of traffic expected to
points. use the express lanes should be taken into account.

2.5 There are a number of basic parameters that the 2.8 The design flow and traffic mix should take
designer will need to establish prior to commencing the account of the plaza location. For example, a nearby
design. major sports stadium may generate occasional but
unusual peak traffic demands.
• One-way or Two-way tolling.
2.9 A strategy to deal with underestimated traffic
• Plaza throughput requirements and anticipated demand should be considered at the outset of the design
traffic mix. process. It is far easier to make advance provision for
• Permitted methods of toll payment. later alterations than to reduce standards or to seek to
acquire more land at a later stage.
• Toll levels and vehicle categories.
2.10 Once the design throughput requirement has been
• Possible plaza location(s) and available land area. established, consideration should be given to the factors
• Priority requirements, e.g. Buses or High that influence the realistic achievable capacity of the
Occupancy Vehicles. toll lanes. These major factors are considered, in turn,
below.
• Operational requirements, e.g. requirements for
emergency vehicles, wide-load facilities, classes
of vehicles exempt from tolls, provision for left-
hand-drive vehicles.

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Methods of Payment 2.14 The London ‘congestion charge’ scheme makes

use of Automatic Number Plate Recognition (ANPR)
2.11 There is a range of payment methods that can be cameras and does not require toll plazas. This system
used for toll collection. The efficiency, and other does require a considerable resource devoted to
benefits, of each method will vary with other factors collecting unpaid charges so may not be suitable for
such as toll prices and vehicle classification. discrete tolled facilities.

• Cash to toll collector – a necessary feature of any 2.15 ETC systems will continually be developed for
toll plaza to deal with motorists who are unable an increasing range of purposes. The need for toll
to use any of the other payment options. Not the plazas as a method of collecting payment from
most efficient method of toll collection but still motorists on major elements of infrastructure will
the most versatile. therefore reduce.

• Tickets/tokens – These may be beneficial where 2.16 Although there are several available methods for
the toll level is not equivalent to a single coin, toll collection, it may be decided not to adopt some of
e.g. 80p or £4.70. Open to abuse, particularly the methods. It is recommended that, in order to give
where discounts are offered. optimum flexibility in operational configuration, each
toll lane is equipped to be capable of receiving payment
• Automatic Coin Machine (ACM) – best used by all of the chosen methods; although for normal
with low toll levels and automatic classification. operations, operators may choose to restrict some lanes
Throughput decreases if change is offered. to, for example, ETC or card payment only.

• Credit/debit/charge cards – best used with Toll Prices

automatic classification, unaffected by toll levels.
However, bank charges on transactions decrease 2.17 The level of toll charged to motorists will have
net toll revenue. Vehicle throughput will reduce
an effect on the throughput at those toll lanes where
if driver is required to enter a PIN to verify the
cash is accepted. For example, a toll level equivalent to
transaction.
a single coin or note, will allow a greater throughput
than a toll which requires change to be given.
• Electronic Toll Collection (ETC) – ETC
encompasses a range of measures where modern 2.18 The designer will need to take account of the
technology is used to identify vehicles and consequences of future toll price increases when
automatically collect tolls from the users account.
considering the above aspect.
ETC systems are the most effective means of
collecting tolls. 2.19 Where legislation permits, toll prices can be used
as a method of controlling demand, i.e. by varying toll
• ‘Smart’ cards – this is a form of ETC although prices between periods of high and low demand.
these cards are carried by an individual and are
not specific to a vehicle.
Vehicle Categorisation
2.12 It is anticipated that ETC will, in due course,
enable tolls and road user charges to be collected for 2.20 It is normal practice for toll levels to vary
any vehicle on the road network. Early forms of ETC between various categories of vehicles, e.g. passenger
have been introduced at major UK toll plazas, such as vehicles and goods vehicles. Although there are various
the Severn and Dartford Crossings, that require vehicles formal classifications for vehicle types, no standard
to carry transponders (which are also known as Tags). method of categorising vehicles for tolling purposes has
Vehicles so fitted need only be slowed, not stopped, for been established in the UK.
their Tag to be read by toll lane equipment.
2.21 Categorisation will either be prescriptive or
2.13 The Tags currently used are specific to one descriptive. Prescriptive systems may be based on
location. European Directives seek to introduce greater elements such as number of axles, weight, length,
interoperability across Europe. Designers should seek height or combinations of these elements. Descriptive
advice from the Overseeing Organisation regarding the systems may be based on the number of seats or the
currency of these directives if installation of a Tag purpose for which the vehicle was constructed. A fully
system is considered. prescriptive system, which allows for the automatic

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Volume 6 Section 3 Chapter 2
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classification of vehicles into defined categories, will 2.29 Special consideration should be given to the
allow simpler operation and greater throughput. procedures required for dealing with vehicles which
may be classed as exempt from tolls. These may be
2.22 Vehicles which are to be exempt from tolls will considered in various ways:
be defined within the legislation associated with right to
toll. An exemption will either be confirmed by the toll a) Frequent use vehicles, such as maintenance
operator or the exempt vehicle will be provided with a vehicles, Public Service Vehicles and local police
‘toll exempt’ ETC transponder. There is no standard or vehicles. These may be provided with an exempt
common classification for exemptions and they may be ETC account (Tag or similar) or they may use an
applied either to vehicle types or to the use being made ‘Authorised Vehicles Only’ route.
of a vehicle.
b) Occasional use vehicles, such as those carrying
Toll Plaza Operational Procedures disabled persons. These may be required to
request exemption via a manned toll lane.
2.23 It is essential that the designer fully understands c) Specific vehicle types, such as motorcycles.
the operational procedures which the plaza operator These may be required to request exemption via a
intends adopting. manned toll lane or a dedicated lane may be
provided.
2.24 Throughput will depend upon whether or not
raising arm barriers are used. The absence of barriers 2.30 Consideration should also be given for
will increase vehicle throughput but will require emergency vehicles to negotiate the toll plaza without
recording and enforcement systems to be in place to being delayed. This may be achieved by providing an
deal with violations. ‘Authorised Vehicles Only’ route from one end of the
toll plaza to the other. This route would also assist with
2.25 The designer will need to establish whether the recovery of broken down vehicles and for aspects of
specific facilities are required to be provided for left- winter service.
hand-drive vehicles. Generally, this would not be
expected unless the anticipated frequency of such
vehicles justifies it. Detailed consideration should be Toll Plaza Customers
given as to how to adequately sign any facility
dedicated to such operation. 2.31 When considering the design of a toll plaza,
account should be taken of the profile of the customer.
2.26 Particular consideration should be given to the An assessment should be made, not only of traffic mix
management of motorists who are unable or unwilling but also of customer mix. If there is an anticipated high
to pay the toll. Procedures will need to be established so level of users that may be unfamiliar with toll plazas
that such vehicles create the minimum of disruption to then throughput will be impaired. This effect will
toll plaza throughput. certainly be noticed in the initial period after the
introduction of tolling but will decrease as users
2.27 In order to cater for abnormal loads, a special, become familiar with the systems in place. Customer
wide lane will be required. This may be combined with mix may vary on an hourly as well as a daily or
an ‘Authorised Vehicles Only’ route. Wide loads will be seasonal basis.
wider than the cab of the lorry and as such, the driver
will not be able to reach a standard toll booth window. 2.32 Where each toll lane has been equipped to be
Alternative payment procedures will, therefore, be capable of receiving payment by each of the permitted
required. Such a lane could be set up so as to be also methods, the operational configuration of the toll plaza
available to deal with left-hand-drive vehicles. This can be adjusted to address varying customer mixes. The
lane could also be designed to provide the toll plaza operational configuration should aim to achieve an even
with a degree of reserve throughput capacity. use of all lanes and to avoid a situation where a queue
at one lane has the effect of preventing access to other
2.28 The designer should establish whether the lanes.
operator is going to take an active or a passive role in
dealing with traffic incidents in the toll plaza area. Such 2.33 The designer should not assume that a significant
incidents may cause disruption to throughput. The proportion of customers will choose to use ETC as a
period of disruption will be minimised if the operator is method of toll payment unless the operator is prepared
able to deal with minor incidents. to offer an incentive to such customers.

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Toll Plaza Throughput • toll level would need change to be given, e.g.
£1.80;
2.34 From the above it can be seen that several factors
influence the achievable throughput. • categories are descriptive;

2.35 A high level of throughput would be expected by • rising-arm barriers in use;

the following example:
• automatic categorisation is not available;
• toll level of, for example, £1, (i.e. single coin
transaction); • no dedicated lanes provided;

• high proportion of HGV and non-frequent users;

• categories are prescribed;

• rising-arm barriers are not in place; • several categories of exempt vehicles;

• automatic categorisation of vehicles; • a low take-up of ETC because no incentives are

offered to users.
• several dedicated lanes available for frequent
users; Number of Lanes Required

• low proportion of HGV traffic; 2.37 The number of toll lanes will be determined by
the capacity of the toll methods chosen. Table 2/1 gives
• exempt traffic is ‘blue light’ vehicles only; ranges of throughputs that should be achievable for a
variety of methods based on the experience of a number
• a high take-up of ETC is achieved because of of UK toll plaza operators. The throughputs given
incentives offered to users.
below are stated for toll lanes dealing with either only
‘Cars’ or only ‘HGVs’.
2.36 Conversely, the following would reduce the
potential throughput:

Method Explanation Car HGV

Throughput vph Throughput vph
Electronic Transponders, contact-less reading of bar code stickers/ 450 - 900 300 - 500
Toll proximity cards, Tags(Low speed automatic – vehicles reduce
Collection speed, barrier lifts when transponder/card/tag is read)
(ETC)
Card Credit, Debit or Charge Cards(Vehicles stop – barrier lifts when 200 - 350 150 - 250
Payment card is passed through reader and has been verified – receipt
may be given)
Note: Throughput will reduce if driver is required to enter a
PIN to verify the transaction
Coin Bin Cash machines/coin baskets 300 - 500 200 - 350
(Vehicles stop – barrier lifts when cash has been verified –
change and receipts may be given)
Manual Card/cash/voucher/token 250 - 550 200 - 300
(Vehicles stop – barrier operated by attendant; change and
receipts may be given)
Note: 900 vph = 4 seconds per transaction
450 vph = 8 seconds per transaction
300 vph = 12 seconds per transaction
200 vph = 18 seconds per transaction

Table 2/1 Toll Lane Throughput

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2.38 When determining the number of toll lanes, the Toll Lane Width
designer should take account of the need for routine and
non-routine maintenance within the toll plaza. 2.41 For the normal road network, road lane widths
are prescribed by TD 27 (DMRB 6.1.2).
Methods for Dealing with Underestimated Traffic
Demand 2.42 The distance between kerb faces is between 3.0
and 3.3 metres within the toll lanes of major existing
2.39 It should be anticipated that at times there will be UK toll plazas. Toll lane widths within this range help
a build-up of traffic at the toll plaza. This may be due to to slow traffic and guide the driver closer to the toll
various reasons, e.g. peak traffic demand exceeding the collector or ACM bucket.
design provision, equipment failure or maintenance
making one or more lanes unavailable, vehicle 2.43 A greater width should be considered at the
breakdown or accidents within the toll plaza area. height of HGV and PSV exterior mirrors to avoid these
impacting the toll booths and other toll lane equipment.
Consideration should be given at the design stage as to
how such situations could be addressed and, if
2.44 All normal toll lanes should be a uniform width
necessary, provision made within the design.
for maximum operational flexibility. Abnormal wide
2.40 There are various ways in which a toll plaza loads should be directed to a separate wide load facility.
operator can deal with congestion at the toll booths. The
designer should be aware of them in order to allow their Toll Island Width
potential use in the overall design (where applicable),
e.g: 2.45 The overall width of toll islands is determined by
the size of the toll booth and the established lateral
• regular peak hour delays could be addressed by clearance between the face of the island kerb and the
introducing higher toll charges during peak booth face. The toll island width at existing facilities
periods with the aim of spreading the peak varies between 1.2m and 3.0m, although most islands
demand over a longer period; are 1.8 to 2.1 metres wide. 2m is a good starting point
for outline design purposes but this measurement will
• overall throughput could be increased by be affected by the operator’s collection equipment and
encouraging drivers to adopt ETC methods of toll safety requirements.
collection. Discounts to the normal toll level
could be used for ETC users; 2.46 Toll Island dimensions are further discussed in
paragraph 3.69.
• for occasional (or regular) periods of high
demand, a wide load facility could be used for all
Toll Plaza Width
vehicles;

• the use of a Host Toll Lane, feeding two or more 2.47 The overall plaza width is calculated after
additional toll booths via Branch Lanes, could be establishing the number of lanes required, the island
implemented. See Figure 2/2. This potential widths and the toll lane widths. The plaza length may
solution for increasing overall throughput, will now be addressed.
require additional signing and traffic
management measures and should be modelled, Toll Plaza Length
assessed and allowed for in the original design;
2.48 Descriptions of the elements of the toll plaza are
• rising-arm barriers could be removed to increase shown in Figure 2/1. The entrance to the plaza is
throughput but this should be expected to result located at the commencement of the Approach Zone
in a greater number of violations which will need which widens over its full length to the plaza design
to be actioned. In extreme circumstances, tolls width. Traffic speed reduces through the Approach
could be suspended for a period of time to relieve Zone as drivers choose a toll lane based on their tolling
the build-up. method preference or on traffic classification where
tolling is segregated. At the end of the Approach Zone
traffic enters the Queue Zone. Vehicles should now be
in the correct lane and minimal lane changing will

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occur. The length of the Queue Zone should be

sufficient to accommodate the design flow. A traffic
simulation exercise should be undertaken to assess the
extent of queues at the maximum annual peak hour flow
to ensure that they do not extend back to the approach
carriageway.

2.49 On exiting the toll lane, traffic enters the

Recovery Zone where vehicles accelerate to regain
speed. Beyond the Recovery Zone is the Departure
Zone which reduces in width to funnel the traffic back
down to the departure carriageway cross section.

2.50 The taper at which the Approach Zone and

Departure Zone is developed depends on the approach
speed. The approach speed need not be the free flow
design speed of the highway leading to the plaza area
(for example 120kph). The plaza speed, which may be
restricted, (see paragraph 3.55), would permit a lesser
approach speed to be used. 85kph may as a result be
considered the maximum plaza speed for use in design.
The taper design should follow the principles set out in
TD 22 (DMRB 6.2.1). The layout chosen should be
modelled using an appropriate micro simulation
program to give confidence in the designed layout.

Toll Island Length

2.51 The length of the toll islands largely depends on

the configuration of the toll category classification
equipment, toll payment facilities and protection
devices for the booths, the equipment and vehicles.

2.52 Early UK toll plazas required cash payment to a

toll collector in a booth. As such, toll islands required
little more than enough length for the booth and some
form of protective nosing. The length of toll islands has
tended to increase due to the development of electronic
vehicle identification and recording methods, and a
greater emphasis on the protection of tolling staff.

2.53 Toll Island dimensions are further discussed in

paragraph 3.69.

Toll Plaza Carriageway Footprint

2.54 The toll plaza carriageway footprint may be

considered as the carriageway area necessary to
accommodate the required toll plaza width and length.
In addition to this, the design of the toll facility should
take account of the ‘off-carriageway’ infrastructure
requirements.

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Volume 6 Section 3 Chapter 3
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3. FURTHER ASPECTS TO CONSIDER

Additional Infrastructure Requirements • it provides the motorists and toll attendants with
shelter from the elements whilst paying.
3.1 Each plaza will require a toll administration
building with traffic monitoring and secure cash The canopy and its attached signs and equipment
handling capabilities as well as staff welfare facilities. should be of adequate height to comply with the
headroom standard set out in TD 27 (DMRB 6.1.2).
3.2 In situations where the available land plot is
limited, consideration may be given to incorporating 3.8 On highways which are designated high load
administration facilities as part of the toll plaza canopy routes, at least one lane may need to be sited without
design. the benefit of canopy cover.

3.3 The highway facility that is being tolled, e.g. a 3.9 A canopy should be designed as a structure over
bridge or tunnel, may also require ‘off-carriageway’ a highway and will be subject to technical approval in
infrastructure for maintenance and operation of that accordance with BD 2 (DMRB 1.1.1). The designer
facility. The designer should establish whether such should establish and agree with the Technical Approval
facilities can be combined or whether the toll Authority (TAA) the appropriate design parameters for
administration facilities are to be kept separate. the form, location and use of the proposed canopy and
its supporting structure. The design will require an
3.4 The highway facility being tolled may require independent check in accordance with the requirements
control over the movements of abnormal and dangerous in BD 2 (DMRB 1.1.1). This will usually be undertaken
loads. Provision may be required, within the toll plaza by an independent team within the design organisation
area, for such vehicles to be able to park whilst or, for complex structures, by a checking team from an
awaiting an escort or permission to proceed. independent organisation agreed with the TAA. Primary
design considerations to observe include:
3.5 A section of tolled highway may include a
service area. In such circumstances, consideration • determining the functions to be fulfilled by the
should be given to incorporating the toll plaza with the canopy;
service area.
• aesthetic consideration and architectural
3.6 Consideration should be given to providing requirements;
alternative access arrangements from the toll
administration buildings to the existing local road • canopy and all attached signs and equipment to
network. be of adequate height to comply with the
headroom standard set out in TD 27 (DMRB
6.1.2);
Canopy
• prevailing wind direction and path of the sun;
3.7 The canopy is a roof structure built over the toll
booths and toll lanes. The benefits of a canopy are that: • canopy support structure impact design loading;

• it defines the location of the toll plaza for • canopy impact design loading.
motorists;
Toll Lane Access Tunnel
• it serves as a mounting frame for signs, variable
message signs (VMS), lighting, lane signals and
3.10 Toll booth access tunnels should be given
ETC antenna;
consideration as they are able to provide several
• it provides support for overhead signs and for operational benefits as well as increased safety for toll
security and safety devices; staff. The benefits of a tunnel are that it provides:

• it provides a route for a variety of services;

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• staff access to the toll booths via a stairwell. • to ensure the integrity of in-lane toll equipment
(This may be limited to every second or third toll such as loops; and
island);
• to facilitate a simpler and effective maintenance
• a route for toll booth services with access for regime (washing).
maintenance;
3.14 Run-on concrete slabs should also be considered
• a location for ACM coin vaults where they can be for areas constructed on either side of the toll lane and
safely handled; toll island slab. A run-on slab acts as a structural
element seated on the island slab at one end and the
• a secure route for toll revenue from the booth to adjacent pavement construction at the other end to
the administration building. provide a transition between the approach and departure
zone pavements.
Pavement
Drainage
3.11 Pavements do not usually fail suddenly but
gradually deteriorate in service. In the case of the 3.15 Advice on drainage is given in DMRB Volume
surface course, loss of skid resistance can be equivalent 4. The standard minimum crossfall is 2.5%.and the
to failure. minimum longitudinal gradient recommended is 0.5%
to allow for water flow along the roadside edge
3.12 HD 28 (DMRB 7.3.1) describes how the channel.
appropriate levels of skid resistance on in-service UK
Trunk Roads will be managed. HD 36 (DMRB 7.5.1) 3.16 For wide carriageways the most direct drainage
sets out advice on surfacing material characteristics flow paths are realised when the longitudinal gradient is
necessary to deliver the required skid resistance zero. Therefore, low longitudinal gradients can be
properties. HD 28 (DMRB 7.3.1) does not specifically acceptable, provided that standard crossfalls are
consider toll plazas within the Site Category and maintained and a continuous edge drainage system is
Definitions section in respect to setting Investigation provided.
Levels. The Designer, in conjunction with the
Overseeing Organisation, should determine the 3.17 In setting the vertical and horizontal geometry of
appropriate Site Category and Investigation Level; the a plaza, water should not be allowed to accumulate in
Operator should ensure that the Investigation Level is the expanses of the approach and departure zones nor in
reviewed on a regular basis. the toll lanes.

3.13 The permitted surfacing materials for roads in the 3.18 Within the transition zones of the toll plaza, the
UK are given in HD 36 (DMRB 7.5.1). In England, use of high performance and heavy duty longitudinal
rigid concrete construction of any type is not a linear drainage channel systems, in combination with
permitted option for trunk roads unless it has an asphalt transverse drains need to be considered. It is likely that
surface course. However, concrete should be considered these drains will require more regular maintenance but
as the pavement material for the length of the toll island they are likely to provide the most suitable system.
for reasons stated below:
3.19 Where a longitudinal drainage system is to be
• to prevent pavement rutting caused by high flows used, the line of the system should coincide with the
of slow, heavy goods vehicle (HGV) movements line of an actual, or theoretical, lane divider, i.e. the line
using the same, narrowly defined wheel track of the drainage channel will appear, to the motorist, as a
through a toll lane constraint; lane marking. (See Figure 3/1). The designer should
also take into account the effect of longitudinal
• to reduce damage caused by the possible drainage systems on powered two wheel vehicles.
discharge of oils, fuel, and grease;
3.20 Maintenance of the drainage system may, at
• to prevent surface layer undulation created by times, render certain toll lanes unavailable. Care should
vehicle braking and acceleration impact, be taken in determining the layout so that maintenance
particularly that of HGVs and public service can be carried out without significantly affecting off-
vehicles (PSVs); peak capacity.

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Volume 6 Section 3 Chapter 3
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Lighting toll plaza where the approach zones overlap is

preferable.
3.21 The provision of road lighting at toll plazas
should be considered in accordance with DMRB 8.3. 3.28 It should be noted that the use of ETC systems,
which allow vehicles to retain a reasonable speed as
they pass through the toll plaza, will result in lower
Environment Issues levels of emissions.

3.22 The general principles of environmental Highway Noise

assessment including the techniques and reporting are
given in DMRB Volume 11.
3.29 Highway noise is a sensitive environmental issue
that requires analysis and, quite often, mitigation. It is a
Air Quality function of many variables, including traffic volume,
vehicle mix, speed, tyre composition, pavement surface,
3.23 The impact of a toll plaza on air quality is one of grade and topography. An individual’s perception of
many factors to be considered in the choice of location highway noise will be influenced by factors including
and design, and conflicts can occur. Any mitigation wind direction, atmospheric conditions, ambient noise
measures should perform to an acceptable level in road levels and relative location. Toll plaza areas should be
safety and economic terms. Both environmental and considered as a greater source of highway noise than an
health and safety legislation require consideration of air equivalent length of a normal highway. Environmental
quality. The potential for exposure of the toll collectors barriers, depressed carriageway profiles, noise retaining
to exhaust emissions should be considered in the design walls and the planting of trees and shrubs can all
process. contribute to a reduction in perceived noise to
acceptable levels. The use of ETC systems, which allow
3.24 Studies of typical air quality patterns in and vehicles to retain a reasonable speed as they pass
around toll booths show that exhaust emissions tend to through the toll plaza, will contribute to a reduction in
concentrate in toll lanes as a result of vehicle noise levels.
acceleration and idling. To prevent such contaminants
from being drawn into the toll booths, a positive
Water Quality
(overpressure) ventilation system should be provided.
This draws fresh air from a source located away from
the plaza and conditions the air before diffusing it into 3.30 Water quality requirements at toll plazas will be
the toll booths, creating an outward pressure that blocks the same as for the adjacent lengths of highway;
contaminated air from entering the booth. Overseeing Organisations have a duty under pollution
protection legislation to ensure that highway runoff
3.25 If individual air conditioning units are installed, does not pollute adjacent areas. However, given the
their mounting locations should be selected carefully in large expanse of pavement within a toll plaza, a
order to ensure that exhaust fumes are not drawn into potential exists for a large amount of contaminated
the booth. The air conditioning units should have filters runoff to find its way into a plaza drainage system. By
that are easily accessible for maintenance. considering traffic volume, the percentage of
commercial vehicles and the size of the plaza, the
3.26 Consideration should be given to installing amount of oil, salt, and other contaminants can be
Carbon Monoxide (CO) monitors and Hydrocarbon estimated. A further source of contaminants results from
analysers in the toll booths to monitor emission levels. the periodic cleaning of the toll lanes, booth exteriors
These can be used to help regulate ventilation and alert and canopy. The wash and rinse water becomes laden
the plaza supervisor to possible problems. with contaminants from vehicle exhaust, brakes, and
tyres, as well as dirt, sand, and salt that vehicles track
3.27 Air quality modelling of proposed toll plaza into the lanes. Balancing ponds and oil/water separators
configurations should be undertaken to ensure and interceptors are some of the treatment processes
compliance with European Air Quality framework available. Further advice is given in HA 103 (DMRB
directives which specify concentration limits for certain 4.2.1) and DMRB 11.3: Water Quality and Drainage.
air pollutants. For schemes with two-way tolling, a
design that creates an overlap in the high-emission
departure zones is the least desirable configuration. A

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Chapter 3 Volume 6 Section 3
Further Aspects to Consider Part 6 TA 98/08

Winter Service 3.39 Hazard warning beacons should be provided on

the approach end on toll islands for use during periods
3.31 In toll plaza areas, special consideration should of poor visibility, particularly when traffic volumes are
be given to the development of effective winter service low. The use, frequency, intensity and optical
procedures and the potential effect of such procedures characteristics of such lights should take account of the
on the operation of the tolling facility. potential impact such lights may have on queuing
drivers. Examples of hazard warning beacons are given
3.32 Adequate levels of surface treatments for winter in Figure 3/4.
maintenance within the approach and departure zones
will require a greater number of passes than required on Signing
the approach and departure roads. The provision of an
‘Authorised Vehicle Only’ route from one end of the 3.40 Toll plazas and their approaches require a greater
toll plaza to the other, (see paragraph 2.27), will allow density of signing than usual. The density of signing
the spreading vehicle to undertake the required number increases where the toll plaza incorporates dedicated
of passes. lanes for specific vehicle types, e.g. Left-hand drive,
Motorcycles or Abnormal loads. Signs are required to
3.33 Snow clearance within the toll plaza area will give advice, information and instructions to motorists.
often result in toll lane availability being reduced as the There are no standard signs available for several of the
snow is cleared from some lanes but piled up in others. specific requirements of toll plazas.
In locations where frequent snow fall is anticipated, the
landscaping alongside the plaza could incorporate snow 3.41 Those traffic signs that may be erected on a
dumping areas where the piled up snow could be moved public highway are prescribed in the Traffic Signs
from the plaza carriageway. Regulations and General Directions (TSRGD), in
Northern Ireland the Traffic Signs Regulations
3.34 Consideration should be given to ensuring that (Northern Ireland) (TSR). Guidance on the design and
winter maintenance vehicles fitted with snow plough
use of traffic signs is contained in the Traffic Signs
blades can pass through the toll lanes.
Manual and in Local Transport Note 1/94, ‘The Design
and Use of Directional Informatory Signs’.
Traffic Signals
3.42 When no suitable fixed or variable message sign
3.35 Traffic signals should be considered for use in is prescribed in TSRGD, in Northern Ireland the TSR,
each toll lane to instruct drivers to stop, so as to pay the for a particular purpose, non-prescribed signs may be
toll, and to allow them to proceed once payment has specially authorised by the Secretary of State. Requests
been verified. In such cases, Type approved signal- for such authorisation should be submitted to the
heads that carry only red and green signals should be Overseeing Organisation.
used.
3.43 Non-prescribed variable message signs will be
3.36 In addition to traffic signals, rising-arm barriers required above each toll lane to indicate the payment
may also be used to prevent vehicles from proceeding options that are permitted in each open toll lane and to
before payment has been verified. indicate which lanes are open to traffic. These signs
will need to be authorised (see paragraph 3.42).
3.37 If both traffic signals and barriers are used,
control of the two systems should be linked so that they 3.44 Signs may be considered in two categories:
cannot give conflicting messages to drivers. Each advance signs and toll plaza signs. The advance signs
system should also be capable of operating should be located so as to allow motorists who are
independently, but only at times when the other system unable or unwilling to pay the toll the opportunity to
is out of use. avoid the tolled facility and to take an alternative route.
It may be necessary to provide advance signs on other
3.38 The optimum position and height of the traffic nearby routes as well as on the main route approaches.
signals should be determined in conjunction with the
other toll island equipment and vehicle types using the 3.45 Toll plazas require high levels of driver
lane, when categorisation is used. Where necessary, concentration. Advance signing is needed to prepare
approval should be sought for proposed departures from drivers and provide them with tolling information. This
regulations. may include some of the following: peak period and

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Volume 6 Section 3 Chapter 3
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off-peak period start and finish times, vehicle category, position, they also offer safety benefits and should be
the applicable toll level and the accepted payment used wherever practicable. In the approach zone, lane
methods. lines are used to assist drivers in lining themselves up
with their chosen booth: see Figure 3/1.
3.46 Advance signing is necessary to indicate the
accepted methods of toll payment. Drivers entering the 3.50 Chevron markings should be used at the approach
toll plaza area should be prepared to approach a correct to and departure from toll booth islands. They are
toll lane at a reasonable speed. Clear, consistent and intended to aid the separation, and merging, of streams
distinctive signing, using a combination of symbols, of traffic.
colours and legends should be used on the advance
signs and repeated over the toll lanes with the aim of 3.51 ‘Keep Clear’ markings may be considered for use
avoiding late or excessive lane-changing by vehicles. in areas approaching the toll booth in order to ensure
that vehicles only enter the area when the vehicle in
3.47 From the downstream end of the Departure Zone, front has been processed.
for the distance along the route in the direction of
travel, as shown in Table 3/1, there should be no signs 3.52 Markings should minimize the effects of late lane
on the nearside verge and central reserve or on portal or changes in advance of the toll plaza. Cones may be used
cantilever gantries. Any proposal to install a sign within temporarily to assist traffic flows, e.g. if one lane
the distance in Table 3/1 should be referred to the becomes blocked or inoperable.
Overseeing Organisation for advice.
3.53 Further measures may also be considered within,
and in advance of, the toll plaza area to improve driver
Number of lanes on mainline Distance m awareness and to promote appropriate behaviour.

2 380 3.54 For further guidance and advice on the correct

use of road markings and studs and their maintenance,
3 580 see:

4 580 • The Traffic Signs Manual Chapter 5;

• TA 87 (DMRB 6.3), TA 61, TD 26 (DMRB 8.2).

Table 3/1 Distance From End of Departure Zone
for Which There Should be no Signs Control of Vehicle Speed

3.48 For further guidance and advice on the correct 3.55 The control of vehicle speed is essential for the
use of traffic signs and traffic signals and control safe operation of a toll plaza. All vehicles should
equipment and their maintenance see: expect, and be prepared, to stop at a toll plaza; this may
be within the toll lane or at a queue in advance of the
• The Traffic Signs Manual, Chapters 1, 3, 4, 6 toll lane. The mechanism for achieving this will depend
and 7; upon the speed of traffic on the approach road.

• Local Transport Note 1/94; 3.56 A risk assessment should be undertaken to

establish whether the maximum permissible speed of
• TA 16, TD 24, TD 7, TA 82 (DMRB 8.1); vehicles within the Approach Zone should be restricted
to a level below the permitted speed on the approach
• TA 61, TD 25, TD 33, TA 60 (DMRB 8.2); road.

• TD 46 (DMRB 9.1). 3.57 The designer should seek to ensure that traffic is
required to decelerate steadily as it approaches the toll
Road Markings, Studs and Traffic Cones lanes. On high speed roads, e.g. motorways,
consideration may be given to the introduction of a
‘buffer zone’ speed limit (i.e. an intermediate speed
3.49 Lane lines help to ensure that available limit) on a suitable length of the approach road. In such
carriageway space is used to its maximum capacity. In instances, specific authorisation should be sought from
helping vehicles to maintain a consistent lateral the Overseeing Organisation.

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Chapter 3 Volume 6 Section 3
Further Aspects to Consider Part 6 TA 98/08

Protection Devices 3.64 Signs and road markings should give clear and
adequate warning to drivers of which toll lane they
3.58 Provisions for protective safety devices on the need to use before they arrive at the toll booths.
approach to toll islands need careful consideration.
Such devices need to be sufficiently robust to ensure 3.65 Impact absorbing barriers should be placed in
that an errant vehicle is prevented from impacting the front of any significant concrete or steel bollards on the
toll booth and the canopy supporting structure but also approach to a toll island unless a specific risk
need to effectively absorb and cushion the impact. An assessment supports their omission.
effective speed limit will contribute towards the
protection of the Toll Attendant and the vehicle 3.66 Examples of toll plazas with and without the
above forms of protection are given in Figure 3/3.
occupants. The safety device on each toll island should
have retro-reflective end panels which will need to be
3.67 For further advice on road restraint systems,
authorised (see paragraph 3.42).
reference should be made to TD 19 (DMRB 2.2.8).

Protection of the Toll Attendant

Toll Islands

3.59 Protection of the toll attendant is improved by

3.68 Toll Islands are raised platforms similar to traffic
ensuring that vehicles are lined-up and channelled
splitter islands and are usually of concrete construction.
through the toll lane. High kerbs and lateral barriers
The toll booth or toll collection equipment is situated
along the toll islands should ensure that vehicles are
on the island and should be within easy reach of the
kept on-line. The approach end of the toll island should
driver. Signing on toll islands should be consistent with
include a substantial concrete or steel bollard capable of
advance toll information signing and toll plaza signing.
stopping an errant vehicle or deflecting such a vehicle
along the toll lane. Protection measures for such 3.69 The footprint of the island depends largely on the
bollards may be required, see paragraph 3.63 below. toll lane equipment, its location, size of booth, presence
of tunnel stairwell and extent of HGV traffic and plaza
3.60 Further measures should be provided on the
configuration. The minimum width is determined by the
approach to the toll booth to protect it from any load
size of the toll booth and the established lateral
that may be protruding from the side of a vehicle. Such
clearance between the face of the island kerb and the
measures may also be used to protect vulnerable
booth face. The overall length of the island largely
elements of the toll lane equipment.
depends on the configuration of the safety protection
3.61 Examples of the above forms of protection are devices and the location of any pre-classifying toll
given in Figures 3/2, 3/3 and 3/4. equipment. This dimension could range between 6m
and 40m.
3.62 A safe method of access should be provided for
3.70 A clearance of 0.5m should be allowed between
toll collection staff to get to and from the toll booths.
the toll island kerb face and the nearest obstruction.
The Designer may consider providing a designated at-
grade walk route to the toll booths. This would be This will avoid exterior mirror impact and allow for a
expected to be located at the traffic exit side of the slight projection for the toll booth payment window.
booths and may incorporate walkway signals linked to The kerb height can range between 150 mm and 350
mm but it should be reduced in the payment area to
the barrier position for the lane being crossed.
allow the driver’s door to be opened if required. (e.g. if
Paragraph 3.10 refers to tunnel access, which would
payment is dropped).
reduce the number of lanes to be crossed.
3.71 Toll islands should be provided with water and
Protection of Vehicle Occupants power for maintenance and cleaning activities.

3.63 Devices used to protect toll attendants will be a Toll Booths

hazard to the occupants of any vehicle that hits them
head-on. They should be designed to minimise this
3.72 In order to provide an efficient, comfortable and
hazard.
safe working environment for staff in toll booths, the
design of the internal layout of the booth should be
based on sound ergonomic principles.

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3.73 A health and safety evaluation of the proposed • CCTV monitor;

facilities should be undertaken to ensure compliance
with the necessary legislation and workplace • intercom/loudspeakers;
regulations.
• magnetic card reader;
3.74 Toll booths should be equipped to deal with
minor vehicle fires. • bar code reader;

3.75 General points to consider are noted below: • automatic coin machine (coin basket);

• size; • change machine;

• construction; • cash transfer equipment;

• access; • vehicle detector loops;

• lighting; • treadle/axle counter;

• heating, (particularly at floor level); • entrance and/or exit automatic toll barriers;

• staff welfare; • height sensor;

• ventilation; • weight in motion detector;

• air quality monitors; • traffic signals (usually only red and green
aspects);
• safety;
• CCTV cameras;
• security;
• variable message signs.
• signing;
Exceptional Vehicles
• uninterrupted power supply;

• other amenities; and 3.77 The provisions for exceptional vehicles,

particularly wide vehicles and those carrying dangerous
• environmental issues goods, should be allowed for in the configuration of the
toll plaza facility. Further guidance should be sought
Proprietary booths are available that address many of from the Overseeing Organisation on the type and
the above issues. Particular care should be taken if a frequency of exceptional vehicles and whether the toll
bespoke design is to be developed. plaza will be on a designated high load route. Traffic
surveys carried out in the area previously may give an
indication of the classification of traffic expected and
Toll Collection and Toll Lane Equipment
the maximum vehicle width to be catered for.
3.76 The equipment is installed either in or adjacent to 3.78 It should be noted that drivers of wide loads will
the toll booth. The type of toll lane equipment will need to leave a greater lateral clearance to the toll booth
depend on the facility’s configuration and chosen or toll collection machinery than is usually required. It
methods of payment. Many, or all, of the following will should therefore be expected that either the driver will
be included: need to get out of his vehicle to pay the toll or that the
toll collector will need to go to the driver.
• computer equipment; Consideration should be given to the provision of a
special wide-load lane. (See also paragraph 2.27).
• attendant’s terminal;

• receipt printer;

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3.79 The Designer should agree with the operator a

procedure for dealing with the movement of exceptional
vehicles through the toll plaza and also along the length
of highway to which the toll applies, e.g. a bridge or
tunnel. The operator may choose to escort such loads or
may seek to prohibit such movements at peak times. A
‘wide load bay’ or holding point may be required within
the toll plaza area or on an adjacent section of highway.

3/8 February 2008

Volume 6 Section 3 Chapter 4
Part 6 TA 98/08 Toll Plaza Glossary of Terms

4. TOLL PLAZA GLOSSARY OF TERMS

Toll Plaza Glossary One-Way Toll: A toll arrangement in which tolls

covering the cost of both outward and return journeys
Particular terms used in this document (see also Figure are collected in one direction of travel only.
2/1 in Chapter 5 below) are defined as:
Positive Ventilation System: A system that feeds the
Approach Zone: The tapered area on the approach to toll booths with fresh air from a remote source and thus
the toll booths which connects the approach prevents exhaust fumes from entering the booth.
carriageway to the queue zone.
Queue Zone: The arrangement of parallel toll lanes
Automatic Coin Machine (ACM): An electronic coin directly upstream of the toll booths.
processor that collects, counts, evaluates and stores
various denominations of coins or tokens. Recovery Zone: The area immediately beyond the toll
booths where traffic can accelerate before beginning the
Branch Toll Lane: A route to or from additional toll merge in the departure zone.
booths constructed, either in front of or beyond the toll
islands, as a means to increase plaza throughput. Access Toll Attendant or Toll Collector: A designated person
to or egress from a branch lane is via a toll lane in the authorised to collect toll payments from motorists.
main plaza which is in use as a host lane.
(See Figure 2/2). Toll Barrier: A rising-arm or similar barrier across a
toll lane which is raised once toll payment has been
Canopy: A structure built over the toll booths and toll confirmed.
lanes.
Toll Plaza: The arrangement of toll booths and other
Coin Vault: A steel box with an integral locking cover toll collection points.
mounted at the bottom of an ACM or drop tube
Toll Plaza Area: The length of highway between the
mechanism that serves as the depository for coins and
start of the approach zone and the end of the departure
tokens used for toll payments. Each vault can store
zone. See Figure 2/1.
several thousand coins and tokens.

Departure Zone: The tapered area downstream of the Toll Plaza Facility: The toll plaza area plus the
toll booths which connects the recovery zone to the adjacent associated off-carriageway infrastructure
departure carriageway, requirements.

Electronic Toll Collection (ETC): A system that Transponder or TAG: A radio or radar device that
automatically identifies a vehicle equipped with an identifies vehicles equipped for the purpose, and allows
encoded data tag or transponder. The system debits the the user to be billed electronically.
cost of the toll from, or charges the toll to, a motorist’s
account without the motorist having to stop.

Host Lane: A lane in the main toll plaza used to feed

traffic to or from branch toll lanes.

Lane Configuration: The arrangement of lanes at a toll

plaza sorted according to the methods of toll collection
available. The configuration may vary by time of day
and day of week.

Manual Toll Collection: The method of toll collection

that employs attendants to collect tolls and give change
and receipts if required.

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Volume 6 Section 3 Chapter 5
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5. ILLUSTRATIONS REFERRED TO IN THE TEXT

Figure 2/1 Toll Plaza – Layout and Terminology

Figure 2/2 Host Lanes and Branch Lanes –

Diagrammatic

Figure 3/1 Lane Markings Within Approach Zone

Figure 3/2 Protection of Toll Attendant

Figure 3/3 Protection Measures at Toll Plazas

Figure 3/4 Hazard Warning Beacons Fixed to

Concrete Bollard

February 2008 5/1

 5/2
Chapter 5
Illustrations Referred to in the Text

Figure 2/1 Toll Plaza – Layout and Terminology

Note: The above terminology applies to traffic travelling from right to left.

February 2008
Part 6 TA 98/08
Volume 6 Section 3
Volume 6 Section 3 Chapter 5
Part 6 TA 98/08 Illustrations Referred to in the Text

Figure 2/2 Host Lanes and Branch Lanes – Diagrammatic

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Illustrations Referred to in the Text Part 6 TA 98/08

Figure 3/1 Lane Markings Within Approach Zone

Note: Lines of longitudinal drainage systems

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Volume 6 Section 3 Chapter 5
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Figure 3/2 Protection of Toll Attendant

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Chapter 5 Volume 6 Section 3
Illustrations Referred to in the Text Part 6 TA 98/08

Protection Measures at Toll Plazas

Figure 3/3

5/6 February 2008

Volume 6 Section 3 Chapter 5
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Figure 3/4 Hazard Warning Beacons Fixed to Concrete Bollard

Note: Measures to give protection from protruding loads

February 2008 5/7

Volume 6 Section 3 Chapter 6
Part 6 TA 98/08 References

6. REFERENCES

1. Design Manual for Roads and Bridges 2. Traffic Signs Regulations: The Stationery
(DMRB): The Stationery Office Office

BD 2: Technical Approval of Highway Structures The Traffic Signs Regulations and General Directions
(DMRB 1.1.1) (TSRGD)

HA 55: New Roads Landform and Alignment (DMRB The Traffic Signs Regulations (Northern Ireland) (TSR)
10.1.1)
3. Local Transport Notes: The Stationery Office
HA 63: Improving Existing Roads Improvement
Techniques (DMRB 10.2.2)
Local Transport Note 1/94 – The Design and Use of
HA 67: The Wildflower Handbook (DMRB 10.3.1) Directional Informatory Signs

HA 103: Vegetative Treatment Systems for Highway 4. Other Publications

Runoff (DMRB 4.2.1)
‘Reducing Mobility Handicaps’, published by the
HD 28: Skidding Resistance (DMRB 7.3.1) Institution of Highways and Transportation
HD 36: Surfacing Materials for New and Maintenance ‘Inclusive Mobility’ published by the Department for
Construction (DMRB 7.5.1) Transport’s Mobility and Inclusion Unit
TA 61: Currency of Traffic Signs Manual (DMRB ‘Toll Plaza Design – A Synthesis of Highway Practice’
8.2.2) published by the Transportation Research Board (USA),
National Co-operative Highway Research Program –
TA 87: Trunk Road Traffic Calming (DMRB 6.3.5)
Synthesis 240
TD 9: Highway Link Design (DMRB 6.1.1)
‘The Appearance of Bridges and other Highway
Structures’ ISBN 0 11 551804 5 published by The
TD 19: Requirement for Road Restraint Systems
Stationery Office
(DMRB 2.2.8)

TD 22: Layout of Grade Separated Junctions (DMRB

6.2.1)

TD 26: Inspection and Maintenance of Road Markings

and Road Studs on Motorways and All Purpose Trunk
Roads (DMRB 8.2.2)

TD 27: Cross-Sections and Headrooms (DMRB 6.1.2)

TD 34: Design of Road Lighting for All-Purpose Trunk

Roads (DMRB 8.3)

TD 46: Motorway Signalling (DMRB 9.1.1)

DMRB: Volume 4

DMRB: Volume 8.1 and 8.2

DMRB: Volume 11

February 2008 6/1

Volume 6 Section 3 Chapter 7
Part 6 TA 98/08 Enquiries

7. ENQUIRIES
All technical enquiries or comments on this Advice Note should be sent in writing as appropriate to:

Chief Highway Engineer

Room 4B
Federated House
Dorking
Surrey A PICKETT
RH4 1SZ Chief Highway Engineer

Director, Major Transport Infrastructure Projects

Transport Scotland
Trunk Road Network Management
8th Floor, Buchanan House
58 Port Dundas Road A C McLAUGHLIN
Glasgow Director, Major Transport Infrastructure
G4 0HF Projects

Chief Highway Engineer

Transport Wales
Welsh Assembly Government
Cathays Parks M J A PARKER
Cardiff Chief Highway Engineer
CF10 3NQ Transport Wales

Director of Engineering
The Department for Regional Development
Roads Service
Clarence Court
10-18 Adelaide Street R J M CAIRNS
Belfast BT2 8GB Director of Engineering

February 2008 7/1