f oo (DESIGNING FOR © FTA October 1983 ISBN 0 902991 22 1CONTENTS 1 2 3 FS w INTRODUCTION THE VEHICLE BASIS OF THE DESIGN RECOMMENDATIONS 31 General principles of design 32 Vehicle manoeuvrability 33 Design vehicles DESIGN RECOMMENDATIONS: Al Access roads ATT Junctions of access roads with the public highway ‘412 Widths of two-way access roads 413 Widths of onewey access roads 42 Service roads 421 Widths 422 Loading in service roads 43. Nerrow gates and entrances 431 Rightangle tums 432 S-manceuvres 44 Loading bays 441 Layout 442 Drivers’ visibility when reversing 45 Layouts for lorry parking 46 Tuming areas 46. Roundabouts 462 Banjos ‘463 Usturs between walls 464 Hammerheads and side road stubs OTHER DESIGN CONSIDERATIONS: 51 Vertical clearances 52 53 54 Surfaces 55 Surface markings 56 Lighting 14 14 16 21 22 6 OPERATIONAL CONSIDERATIONS 61 Site manegement 62 Access to consignee 63 Facilities 7 OTHER HELP AND ADVICE APPENDICES References Turning performance diagrams Width requirements on bends Kerb to kerb tuming circles Predicting numbers of goods vehicles Vehicle heights “Tuming widths of 38 tonne lorries xsommoaw> List of scale drawings1 = anfROvucTION 1972 FTA lished Designing for Deliveries"*, This was FTA's first attempt vice on the design of service and offstreet loading areas. n has become a standard work of reference due largely tothe dearth of other reference material, though in many ways it only provided an thtroduction to a very complex subject. ing for Deliveries is intended to fill many of the gaps and also to reflect the extensive developments ‘major operators and the space required for commere recommendations appear Most of the tuming diagrams have been produced by a computer simulation technique which was developed by Alex Christie for use on a microcomputer and incorporates the basic algorithm published in TRRL Report SR662"), The used by FTA for 8 the relatively test the adequacy of a design layout certainly a technique FTA would ing designs which are not designs which are marginal by the FTAs standards are unlikely to be fully adequate under operational conditions. * References are listed in appendix A.When preparing designs, the experienced engineer or architect will have regard to both the maximum and typical weights and dimensions of vehicles likely to be using the facility. Maxima are easily defined because all vehicles in the United Kingdom have to comply and Use to understand. the essential aspects of these regul Axle weight 170kg (10 special wide weighing over 9,150kg can tyres or twin tyres. Also the sole driving axle of a tractive then 32.520kg can be up to 10,500kg. +A dewwbor outfit is made up of igi load carrying towing vehicle with two of more axles plus leon two exles one atthe front (whichis steered Transfers all Rs lood to the road visits own axles by the towbar) t 1 loed fs transferred olathe towing ba Height transport of the current standard container which is 8 Weight “The following table summarises the maximum permitted vehicle weights in the UK from 1 May 1983. a] Weight ear 16260 24390 30490 32520 3. Articulated 3 24390 4 32520 . Over | 38000 ‘ample #2 axle rgld vehicle with a JIng on axle spacings and plated axle i front end ret axles would be limited to * Depend! distance of fess then 265m between the centres 142305. Width . “The general maximum width for goods vehicles is 2.5m but this does not inelude door mirrors ons are more difficult to define. Table 22 tabulates ‘Average or typi ical vehicles of everage ions. The table includes a wide renge of scale sketches of these vehicles so the designer, if necessary, can abstract 149A 2WOS Ve a1qen 998 sopmyeH UOfEEP VLI VO VoREUUOGU] 404 S2f>IYaA UBjEep YoU Fa!DYRA [IMA Bye BOUL § {cov vont 298) osodind ubsap fj pspunusucos ou ae in geod sue Jon a Jo Sus Buy ay) oF UNCP FUIPIN IWS “Buipeot vay uojumup nove rioeug oN ‘a npusdde Boe 38u01 a> Bunun Jo Ifv9p ROW 204 + oz ov] ose cowl | ozsze PAPA JO18L ZeqQNeIC © © © +91 ov | ose osst | oooee APARXY 6) Ue xOg pareIOMy wor ov | ose cost | ozsze oor ec | ose ‘oszi | ozsee ool (9)6z | ose 6 | O6POE (parry y) sed ost ov | ose ower | oseve so [soe] ose ste | oscve (Pay o) sedduy su [Grve| wz lovonece | cose (Par €) aPIHEA asnyey = we w a GI sqray woomyeg | 48H | PUA | 48uz] (aan) (o0z:t 218>g) UoRdyoFEGeUIIRO: Lee Suu. oR A3 - THE BASIS OF THE DESIGN RECOMMENDATIONS: Getting the ta site between the space allocated for vehicles and the space al prime functions — manufacturing, warehousi shopping or offices Iways very difficult. All too often the space allocated for delivery vel itis equally important that standards shot so gengrous or wasteful of space as to make the development uneconomic. In the real world, it is manifestly unacceptable that designs should be spacious enough to cater easily for all possible vehi ‘premises now change ownership and type of use more often and all jners and planners must have an eye to the requirements of the largest “The purpose of this chapter, therefore, is to outline the general pr which FTA’ recommendations have been based. For some ex I may not be necessary to enable the successf recommendations, but for most who have to des 1A problems, the following will help in the adapt ns to a wider range of layouts. 3.1 The general principles of design ‘x Designs should be ample for the great majority of vehicles which will have to use them and usable, though with greater di minority of extreme vehicles + Increasingly, the design population has to be the stondard goods vehicles including the longest ve complying with the Motor Vehicles (Construction and Use) Regulations. However, there are many cases in which itis sufficient to cater for a sub- population of smaller vehicles. population of of each type standards should not be based on the ultimate performance of vehicle and driver, in practice these are rarely obtained, especially in poor weather conditions. Therefore, recommendations must incorporate feasonable safety 5 a service area, can be considered ample ‘can be used safely and from the public highway and to ighway on leaving: a ads should be wide enough to icles to pass safely; parking and turning arees should be designed to require only simple manoeuvres, avoiding any necessity for into account the numbers of vehicles which will use the facility concerned. Thus a heavily used two-way access road needs to be somewhat wider than one which Is so lightly trafficked that the likelihood of goods vehicles arriving and departing at the same time is small. less than the full pop ould be made to ensur ‘extreme standard vehicles in an + Even when the design popu! \dard vehicles, every attem jes can be used by the m gency. It has, of course, to be accepted that the manoeuvres by the exceptional vehicles will have to be more difficult or more complex than those by the vehicles within the design population. +x Designs should include any necessary provision for such items as parking places for waiting goods vehicles and employees’ cars and sites for refuse skips and pallet stacks. If any of these are left in unplanned positions, the operation of the facility can be disrupted. new development needs to know the numbers and which he has to cater. Sometimes he will have at hi and detailed description of the freig This should be so for a manufecturing tronsport is entirely under the control of the manufacturer, and the production planning has Included a complete specification for the vehicles to be used. For a new branch of a supermarket chain it may be possible to assume that the delivery traffic will be identical with that at other, existing * branches. However, designers will often have to work with very imprecise information ‘about the firms concemed. For example, when industrial estates and shopping complexes are developed for rer ay not be known what types of firm will occupy them. Even if the first generation of occupiers Is cnown, firms and firms’ operation can chan. Ime. Then designers i description of type of firm plus a knowledge of the size of the bi isfactory solution to this problem Is usly published guidelines are summarised in appendix E. In general rarely proves satisfactory to closely tailor a leyout to a specific user or vehicle type. So far formul of sol he sizes of the vehicles are concerned, the recommendations are in terms of three design vehicles representing the populations vehicles, articulated combinations and drawbar vehicles. Toles to cater for, the designer has to make an. ‘ely operating practices of the firms which fe, and this can be difficult wh inhibit the choices open to a different owner or lessee. ‘The design vehicles are from which they are di for a particular design vel the great majority of the vehicles ‘and that, almost certain! Diagrams are given to show the shape and dimensions of the paths swept out by the design vehicles when performing some of the more common manoeuvres. With the addition of sultable safely factors and tolerances to allow for different drivers and vehicle performances these di provide a basis for designing layouts for different types of fo {ood starting point is to allow 0.5m clearance to kerbing or vertical ‘obstructions on each side of the swept vehicle path. In addition, for some types of facility, standard layouts are suggested which are satisfactory for the design vehicles. main features affecting it. 32 Vehicle manoeuvrability yy is @ portmanteau term, meaning different things in mstances. In the present context the two most important aspects of manoeuvrability are: turn sharply, and to keep within a narrow path when turning. First, consider a two-axle rigid vehicle turning continuously on constant steering lock. The different parts of the vehicle describe concentric circles 2s indicated in figure 3.1. The outer edge of the tracked path (the area containing all the wheel tracks) Is traced by the outside front wheel. The outer edge of the swept path (generated by the whole vehicle) Is traced by the outside front comer of the body. The inside edge of both paths Is traced by the Inside rear wheel. Both paths are circular annul, thelr widths remaining constant as the vehicle circles. ‘When the tum is made on full steering lock, the outside edges of the tracked and swept paths are the well-known ‘minimum turning circles . between kerbs and walls’ respectively. (U omitted), Normally the only manoeuvrabi ‘computation. ‘The diameters of the turning circles are reduced by increasing the steering lock, but are increased by nsion of the wheelbase. Since there ere physical limits to the magnitude of the steering lock which can be provided, long wheelbase vehicles generally have poorer turning circles than short wheelbase vehicles. Figure 3.1 Rigid vehicle turing on constant lock. (This will be the path of the design vehicle on full locke) articulated vehicle comprising a trailer. When the tractor is drituming too sharply, the inner rear wheel of the trailer cuts in right to the re of rotation whilst, at the same time, the articulation angle increases articulated combination consists of the the tractor by itself. Normally no indi cutin. The most important factor governing trailer cut‘in is the le of the rensions is very involved (even for circular peths of the tractor) since they vary so much during a tum. Figure 3.2 Articulated vehicle turning on constant Jock. (This would be the path of the design vehicle on 60 per cent of full Jock) ‘Scale 1:500 Drawber vehicles, although usually longer than articulated vehicles, have a point of the vehicle and as a result rear design point of view drawbar vehicles can be regarded as having a turing Performance midway between rigid vehicles and articulated vehicles. For ‘eample see figure 43. ies to more complex vehicles of the types used for ion and delivery purposes, if the additional steered axles steered axles are considered to be replaced Je axles: For example, from the point of behaves in the same way as a trailer with ‘a single axle mid-way between the pair. Further information on these points is given in the next section. 33 Design vehicles ‘Three design vehicles have been chosen to represent different populations of standard vehicles: one for rigid vehicles, a second for articulated combinations and a third for drawbar trailer vehi members of their populations widths ss All are fairly extreme turning circles and the represent ion, meaning that orly each population would have a poorer vehicle. The three vehicles are Jures 3.3(2), (b) and (c) and their key dimensions are listed ‘are assumed to be of maximum width (25m). In choosing Iways necessary to design the layout to ‘permit access by the nal refuse collection vehicle and, in an emergency, fire tenders. The ngth of 10m, 2 wheelbase (symbol Al) extreme member of its class. However, the proportion of more extreme vehicles is small ~ rigid vehicles longer than 10m are very rare indeed, (Gee also appendix D) lated design vehicle i long vehicle comprising a two-ax! maximum length of 155m has been chosen since articulated vehicles are of near maximum length. In most manoeuvres amount of cutin by t 32 is determined require the most space to manoeuvre. In some manoeuvres by articulated vehicles, the tractor are of great importance. The chosen turning circle diameter of 13.5m between kerbs, although feirly extreme for the tractor of a 32.5 i as great as that of the ity of the newer tractors of 38 tonne outfits 2), The results of tests on 38 tonne lorries are given in appendix G. to know how the t they have to deal ing performances of part ely to compare with ththe design vehicles. The foregoing discussion should be helpful In this Figure 3.3 Configurations of the design vehicles and definitions of critical Fespect when the critical dimensions of the vehi dimensions. For values of critical dimensions see tzble 3.1 3.4(a) end (b) are intended to show how the imensions are determined when the configurations of rigid and articulated vehicles differ from those of the design vehicles. The main purpose of figure 3.1 (4) FTA rigid design vehicle with hoo axies k, but, specifi fw course, because the wheelbase of the solo at of the tractor. Front overhang of Rear overhang Front overhang Rear overhang Overall length Turing circle diameter between kerbs Turning circle diemeter between walls * Taming circle of the drawing vehicle only, Note: Symbols are defined in figures 33 and 3.44 ~ DESIGN RECOMMENDATIONS igid design standards and jon. Apart from anything else, rig subject so varled as this on dealing with ‘a variety of circumstances. Therefore the ‘advice contained in this guide, end particularly in this chepter, must be seen as just that ~ advice on what is possible. Figure 3.4 Critical dimensions of vehicles whose configurations differ from those of the design vehicles. ‘The information has been collected from a variety of well informed sources, not the least of which are operators of vehicles and premises. Nearly 100 of nufecturers, distributors and retailers have contributed their ich has been added the best of advice (a) Rigid vehicles ‘must interpret and apply with often be a need to adapt the information to individual circumstances and planning authority standards. “The reader should note that the specific recommendations, which fol (except where to flat sles and layouts. Gradients have a substar effect on the abil ‘vehicle to manoeuvre. Gradients up to 5 per ce rements by up to 10 per cent. Gradients from 5 Involve Increases up to 20 manoeuvre will not be fens should not be perfectly flat. flat areas do not drain. The ‘60 (unless the surface mate! istant enough to the scrubbing effect ideal from an operational poi (0) Articulated combinations : gradient for dreinage purposes ich is unl In the range of = * recommended that where they are to be speci OO discussions are held with the contractorsuy laying limitations Fi the tum a vehicle has to le and road. Therefore lly, the designer must recognise that make the more wear and tear thet tight leyouts cost more to run and maintain. 41 Access roads “The term access road has a wide range of meanings but for the purpose of this guide it Is restricted to mean those roads which give direct access toWieth Tangent’ [64 [63 h27]33] 46/99 "+ Note for all pretieal purposes the rood width at this point can be assumed to be 73m - the standard width, ‘Seale 1:200 ++30m 2Al the widths in figure 42 include the safety margins specified in the last paragraph, When vehicle flows are likely to below some reduation In I be seen that with the full safety margins a carriageway is required for articulated vehicles at the apex of a with an outer radius of 15m. Even if safety margins could be dispensed with entirely a carriageway width of 1.1m would be required. line’ through the centre sign of the centre line witbe needa. 1es have been referred to only in would probably consider trafic volumes to be substa pealchour two-way flow of 20 goods vehicles ofall sizes 4.13 Widths of oneway access roads On straight sections of oneway access roads a carriagewey width of 3.7m is generally sufficient. The corresponding widths for righthand bends with circular outer edges are those for the outer lanes in figure 4.2. For left- hand bends the same (right-hand) values are read off but interpreted as for lefthand bends by plotting them in the manner of a mirror Image. However, consideration should be given to what would happen if the road were blocked by a parked or broken-down vehicle. If there Is no alternative access it may be advisable to make the carriageway wide enough for other vehicles nary one. On straights @ width of about 6m is corresponding widths for bends, double the previous paragraph and subtract 1.3m. For example, figure 42 gives the ds used by It is sometimes useful to have a rule-ofthumb for making a quick check of the adequacy of the width of a bend. Figure 43 can be used for this purpose. It shows t i vehicles when making 90 degree turns of different outer radi factors have been included. For convenience the values used in figure 43 have been assembled in table C1 of appendix C. Figure 4.3 Maximum swept path widths during 90 degree tums 10 20 30 40 50 60 708090100 150 Outer radius =m42 Service roads The term ‘service roa 2 public or private of goods and other vehi 42] Widths ly an S:manoeuvre is required to ent ricted here to mean a loop of road alongside other) road which is provided for the use s serving adjacent premises, 2 service road. The space in 432. Strips (on one or tended for standing vehicles should be clearly marked and (2m if use i {o cars and small vans). The part of the s should be at least 3.5m wide for one- st 6m wide for two-way operation. These widths raight over the part where standing Is permitted. assume that the road is, 422 Loading In service roads rvice roads vehicles are stood alongside and parallel to one edge for ig and unloading Often strips are specially marked for this purpose. addition, the parking 1¢ co-operation between drivers, allow vehicles to get into and out of position. 43 Narrow gates and entrances 43,1 Right angle turns It frequently happens that little space can be spared at premises for the manoeuvres which are necessary. Consequently these have to be performed at very low speeds to make it possible for the drivers to make large steering changes within short distances. Such problems arise at gates and entrances. It is, unfortunat Of situations which can arise in practice. in this guide is on important forms of sharp right-a lustrated in figure 4.4 for rigid vehicles and figure 45 for articulated vehicles. Its assumed that each manoeuvre can be performed sufficiently slowly for the steering changes to be made at a rate which is equivalent to going from zero lock to full lock over a distance of Im. This is 8 very reasonable assumption for very low speed manoeuvres. {In the first type of turn the driver applies full lock during the first metre of travel, holds it unti le front corner has reached its farthest point and then relaxes the lock gradually so that this corner then moves at right angles to the origi jon of the . The tum for rigid vehicles is ) and that for Because of the two constricting walls shown in figures 4.4{a) and 45{a) no the tail of the vehi He can keep the rear of ple right turn vehicle clear of the obstacle by swinging ht, as shown in the figure. This form. of turn is referred to as a The third type of turn i rated by figures 4.4(c) and 4.5(c) for rigid and articulated vehicles respectively. There is a wall to the left but none ehead. ‘Again there is an ‘on the right whi towards the gate. This time the driver turning towards it. For this type of turn used. ‘There are many uses for overturns and many variants are possible. They are used regularly by experienced drivers who are very skilled at choos the right type and degree of the simple turn which is the 1 Although only be inverted laterally to provide movements shown are also be used for designs , the turning envelopes can hand tums. In addition, the in the reverse direction and so may 9 reversing (see 4.4.1)24.4 Three types of full-lock right-angle tum by the design rigid vehicle Figure 4.5 Three types of full-lock right-angle turn by the design articulated vehicle 10m 20m f | Initial left sotng to get tat i Cheer of ght hind Obstacle altFigure 4.6(a) S-manoeuvre by FTA design rigid yehicle Tha dimensions and radil shoton are minima and would (precinda the use of articulated and drasobar vehicles orn ‘Scale 1:500 Figure 4.6() S-manoeuvre by FTA design articulated vehicle 432 S-manoeuvres ‘S-manoeuvres have often to be made les but rarely on public service road which Is par layouts for tl figure 4.6(b) for artic figure 4.6(a) for rigid vehicles and ted combinations respectively. In each case the service road is 6.5m wide (suitable for one-way flow with standing on one side) while the short length of access road (between the distributor road and the service road) is 6m wide. For both, the distance beween the distributor road and the service road has been made close to the minimum possible. It will be seen that this separation and also the radius for rounding the corners has to be greater for articulated than for rigid vehicles. It should be noted that the articulated vehicle requires the full width of the access road in spite of hi ut into the distributor road. mers are to be It is obvious that the access roed must be kept clear of parked vehicles and other obstructions. 44 Loading bays tangles to 8 common loading ‘A module 3.5m wide is usually lows spaces of 1m between adjacent vehicles icated in figures 4.7(a) and sufficient; thi Where side loading of the vehicle requires the use of fork lift tricks 3 working clearance of between 2.5m to 3m (depending on the type of fork lift truck) is needed.err ree ae Figure 4.7(b) 45 degree loading bays 6m access road minimum Caeful storage aren * for access for Ught cane ‘Tota: These designs can be reversed left to right but drivers would be reversing bilnt ~ nee nection 4.4.2 (Other angles can be used (for example 60* or 50°) toith proportional Increases In the clearance procided 6m access road minimum Sultable for rigid and arlcuinted PehlelewFigure 4.8 Reversing Into or leaving a restricted parking bay We OF Souenap 801 OFS] Conversely, frontal clearances can be reduced if bay widths For.a bay width of 3.7m the recommended clearances are 14.7m and 10.7m respectively for articulated is work are shown in figure 4.8. With practice and help 7m a second person, the driver was able to reverse the ‘ot: Thle wan an extremely aut SS I ponding velues for the 45 degree arrangement 1 ! ' ! 1 ! 1 I ' I ' 1g environment would be very hl the vehicle used had average turning abilities ‘and many vehicles, such as the FTA design vehicle would wk not be able to make this parking and unparking 1 manoeuvre. Therefore for pt : bay width is increased.So 442 Drivers’ visi Figure 4.9(0) Drtvers' rear view mirror fleld of vision at ground level ~ rigido Lorry drivers, unll reversing anticlockwise fen when reversing, open option is very important and (b) show, the exterior rear 4 Figure 4.9{a) Drivers’ rear view mirror fleld of vision at ground level — rigids reversing clockwise (based on the legal requirements) BE Driver's ground level field of oleso ota mirrors ‘Seale 1:200Figure 4.10{2) Drivers’ rear view mirror vision at ground level - artics Figure 4.10(b) Drivers’ rear view mirror vision at ground level - artics reversing clockwise (based on the legal requirements) reversing anti-clockwise ~~ ~ a ~ Ed Driver's ground level fleld of view pix mirrors Seale 1:200 Seale 1:200 20 eee TTT SSE Sa cerFigure 4.11 One-way parking system with stalls at 45 degree to alsles For this purpose 8 45 degree to prove most generally usefut!®!6, minimum stall length so that work can be done at the front or rear of the vehicle from within the stall. 7 png taf stent een Based on TRRL Report SRB3") Seale 1:50046 Turning areas 461 Roundabouts A design fora roundabout is gven In igure 412. As shown Inthe igure the roundabout is relatively easy for the FTA design articulated vel laxed to about 60 per fe trailer wheels does ‘The FTA design drawber trailer vehicle, which has a tuming circle of diameter 20m between kerbs, will be able to use the roundabout on 85 er cent lock. ‘The majority of rigid vehicles roundabout but the FTA design rigid, which has turning circles of 24m between kerbs and 25.4m between walls, will only be able to do so on full 's to use the design as a roundabout the outside diameter must be increased to 26m. 462 Banjos ‘Banjos’ ere roundabouts flattened on one side so as to save space at the expense of a tighter turn, Alternative layouts are shown In figures 4.13 and 4.14 which will be referred to as the ‘large banjo and the ‘tight banjo’ area is 20.5m. Though the width is less than for the roundabout, the length has been made about the same to provide a relatively easy turn for trailer wheel would not fall below 2.5m. I would probably assist the drivers of long articulated vehicles if an island 22 Ithas been assumed that vehicles would be able to use the full width of the approach roed when leaving the area: this Is particularly necessary for the FTA design drawbar traller vehicle. The tight banjo shown in figure 4.14, which Is only 165m wide, can be used by artics but not long drawbar vehicles. In addition long rigids woule have to use something like the five-point turn shown in figure 4.16 te turn round within the area. recommended for normal design purposes.Figure 4.12 Roundabout turning area being negotiated by the articulated vehicles . a ae a te OFA ‘Seale 1:209Figure 413 Large banjo turing area being negotiated by the ITA design drawbar trailer vehicle oe e * ora Seale 1:200ere ee erm Figure 4.14 Tight banjo turning area being negotiated by the FIA design articulated vehicle ‘Note: This ls x ight turn for an articulated Migure 4.16. Dut will help rights Seale 1:200Figure 4.15 Three-point turn by FTA design rigid In large banjo 20.5m minimum ‘Seale 1:500 Figure 4.16 Five-point turn by FIA design rigld in tight banjo 16.5 minimum OFTA Seale 1:500 26 4.63 U-turns between walls Sometimes turning has to take place in an area between two pari which the vehicle can enter par other. Such a manoeuvre is usual f making a U-tum Is more valuable in the cases of les such as drewbar trailer vehicles end articulated combinations which are more difficult to reverse. The width required for @ U:tum by the FTA design drawbar vehi determined by the rigi for a number of reasons. The articulation angle increases progressively until it exceeds 90 degrees and the rear tr time. There that shown in figure 420 based on in the tight banjo shown in figure 44 and which requires tismurs wath elves we of dm.Some ems met Preaaie aaa eae eee) Figure 4.17 Full lock U-turn by FTA design rigid vehicle Figure 4.19 Full Jock U-turn by FIA design articulated vehicle ‘Seale 1:500 LUght for practical design purposes Seale 1:500 orm Seale 1:500 Seale 1:500' 4.6.4 Hammerheads and side road stubs Figure 4.21 T-turning area for rigid vehicles only The areas provided for three-point turns usually tak rm of | Functions Chammerheads) or side road stubs. A Tlayout suitable for rigid atticulated and Ins do not specifically cater for drawbar vehicles because they are Where these vehicles are expected to turn round, om orm ‘Seale 1:500 ide road stubs are provided ey also provide access to rked vehicles and not used wticulated vehicle drtcers prefer. ‘6m | — ©FTA Seale 1:500ee 5 ~ OTHER DESIGN CONSIDERATIONS. Figure 4.23 Side road stub for turing rigid vehicles only ‘The foregoing sections loading bays and other fac considered and what appe: standards drawn from nearly 100 of the retailers. 5.1 Vertical clearances lense to make a height of over 4m of economic payloads. Thus the of loaded flat bed lorries are survey of vehicle heights on a trunk orm ‘Seale 1:500 Figure 4.24 Side road stub for turning articulated vehicles y cans, the heights can be more than 45m but the usual p: ion of a 5.1m clearance to motorway bridges provides the will suffice for doors and ove Femembered that where a sharp change in gredient occurs this may have to be increased ~ see figure 5.1 for en example. In some special cases heights up to 5m may be needed. While the same heights will often suffice for the ceilings and canopies under which loading takes place, it may be necessary to allow space for a man to Climb on top of a loaded flatbed Joy in order 10 sheet 2. For this Purpose 2 height of Ort See bret suggeses oy irre caer tHe wy 52 Bertemtad femcmeces Horizontal clearances ere not just a question of providing enough room for the vehicle, they also enable the driver to see far enough ahead to30 rm = ty of ind at road junctions (30 mph becess rods only) 8 Sight sistance in eech recon of Gorm required 9m back from the edge of the carriageway. ‘As a general rule there should be a clearance of at least 0.5m between, ‘objects such as lighting columns and sign supports alongside sections of access and service roads. If the objects are as tall as a and the crossfall of the road towards the objects exceeds 25, Per cent the separation should be increased: for a 4 per cent crossfall the minimum clearance Is 0.6m. Because of the large overhangs at the front and rear of many vehicles greater clearances are desirable at bends on roads and adjacent to turning areas. The minimum clearances are 0.8m alongside curved roads and the ‘edges of curved turning areas (such as roundabouts) and 2m at the ends of hammerhead arms and side road stubs and round the periphery of parking areas. Other types of vertical object which can cause problems are raised refuges and bollards in the centre of a road. Gaps opposite entrances must be wide enough to accommodate the swept paths of long vehicles tuning into the entrances from the fe of the road (or making the ‘opposite manoeuvre). In addi Is difficult for articulated vehicles to make left-tums into or out of the entrance using only the nearer half of the road the bollards and the ends of the refuges should be sufficiently fer from the entrance to allow ertics to swing out beyond the centre of the road and make overturns of the types illustrated by figures 4.) and (c). Figure 5.1 Extra headroom Is needed at the foot of ramps some multi-storey car parks is shown in figure 52. Such ramps have inherent disadvantages and their use Is to be avoided wherever possible. should be as level as possible, subject to the very iremient of good drainage for which a gradient of at least 1 in 60 is required. Itis particularly important to are stationed for loe shot REE54 Figure 5.2 Design for ramp on sharp curve. z : stacked goods can slide and topple and fo to operate. Some operators even suggest gradient for drainage. However, note the waming in the introductory part of chapter 4. Gradients can be steeper where vehicles manoeuvre and park. There gradients up to 1 in 20 can usually be tolerated. Surfaces Permanent sites for lorry operations require proper paving since unpaved sites soon become heavily rutted. je2s should be designed to survive 105 frequency. For guidance on the many ions using bitumen and concrete see partment of Transport 55 trucks become dangerous it of 1 in 60 with a reduced ‘Association provides guidance bituminous surfaces®) and the Cement and Concrete Association on concrete surfaces”, Precast interlocking concrete blocks®) are now being fely used and advice on surfaces which surface quality (smoothness) and density requirements are much greate: in areas where these trucks operate. Surface markings Surface markings con oon access roads and wi roads into lanes, to boundaries of parking stalls and loz may also be wi fen on the surface. Also some companies gain great ber drivers to use when reversing — es, lepend on whether the site is to be lar Vehicles and the same drivers. For example, 195 are likely to be unhelpful if a wide range of different types of vehicles are in use. in line width and message size may be possible in view of the lower speeds of vehicles. Paint materials for surface shorter life. On conk lergerboth adhesion and requires highly speci y. At large sites, hot sprayed pli sed equipment may also be 8 possi difficult to keep ns carefully surface'can offer es. They also have the advantages of le on concrete surfaces without the need for black background psinting. ‘The lives of the markings will vary greatly with their situation but the lives of all types are likely to be short where severe tyre scuff takes place. 56 Lighting During much of the year parts of the working day are dark and lighting is required for safe and efficient operation as well as for security purposes. les set out in Part 1 of ighting lax ‘oblique angles with the aim of ‘Access roads should be lit accor brightening the road surface uni ing of the standard prescribed in Part 3 of the British for lightly trafficked roads should suffice. The mounting heights specified are 5m, 6m and 8m. Jhting of the standards specified for traffic justified. The greater tainly help to reduce the fan access road is to be adopted ighting to be provided, lumns close to the edge of the road can cause difficulties ‘columns cannot be set back (for ty of wall mounting should be behind footways) the possi considered. vehicle parks and in loading areas and other places where work Is ‘out, floodiighting techniques and higher levels of illumination are required? in such places it is usually desirable to avoid colour distortion which limits the choice of light source. 6 ~ OPERATIONAL CONSIDERATIONS. Most of this guide has been taken up with the geometrical and engineering aspects of designin ies. However, there are many other factors which influence ope’ Although this guide cannot be a comprehensive reference to ‘some useful pointers have been included in this chapter so at the very least they provide a check list of issues worth investigating. i 6:1 Site management ‘The most important of all is proper management of the site. Much of this report has been concerned with choosing the correct designs for the classes of vehicle which will use premises. Only modest tolerances are included and the design aims can be thwarted in practice by the shop manager parking his car in the places provided for service vehicles, or pallets and waste being stored in the wrong place. Service yards tend to be very busy places, frequently neglected in the design process, and often cramped in practice. But once an area has been built, three problems. always recur. 4 A way must be found to control parking, either by making some provision for it elsewhere or introducing some enforcement system, preferably both. Where the service area is shared by @ number of users, the local highway authority now has powers to help with enforcement even though the service area and roads may not be in public ownership. + All sites need somewhere to store empties returns, pallets and bits and pieces. So often they all tend to gravitate to the loading area and to Prevent this some specific provision must be made for them. ‘4 Waste paper and cartons create problems in some types of premises, especially supermarkets. The larger ones are now benefitting from organised collections of waste paper, often in skips But a skip uses up 2 lot of loading area, plus the extra space for the collection vehicle to pick It up and deposit a fresh empty to replace it. 62 Access to consignee Frequently in modern developments, offices, shops and small factory units, share a common ground floor loading eres. With many offices and i h of a problem because the all, However, in others, and igh. in terms of the numbers of fed each visit.livery driver this can present quite a formidable problem, if there is no easy way for contact to be made in search of the accepted, return to ry. If several floors are protec and expensive. And not is parked in a loading bay monopol thought is needed, ;getting that all the while the vehicle ing expensive delivery space. Careful refore, at the planning design stage, to ensure good fect with the consignee. Sometimes just the simple phone and directory in the loading bay could halve make a delivery. Handling aids: It is important that allowance for modern handling techniques should be made for the receipt and despatch of goods Premises should be designed to facilitate the ready use of appropriate and shelf quick and easy, without laborious imanhandling ~ in short, efficient, ‘More and more wheeled pallets are being used for direct transfer from lorry to shop and sometimes sales floor. This means steps cannot be tolerated. Doonways and passages: Any doorways through which goods pess should be at least 131 should be rounded or angled. The floor should be firm and level with a good wearing surface so that trucks can be used. This will also help to ‘void accidents, for example tripping up by those whose view ahead is obstructed through carrying a load. Loading bay doors: Doors giving vehicle access to a loading bay or platform will normally not be swinging, but sliding, concertina, roller- shutter or balanced overhead types. Care is needed to ensure that they are robust enough to withstand rough usage, and that their operating mechanism does not foul width or height clearances. With the need to control temperatures in the loading or warehouse ares, and thus to preserve good working conditions for staff, close fitting losding bay canopies for loading bays into ct Loading platforms: Loading platforms should be provided whenever possible. Their surface needs to be level, firm, smooth, hardwearing and easily cleaned, with softer inserts (or € wood, pvc), to cushion ‘occur from either the goods or the made for the use of mechanical vehicles. Provision shoul the same vehicle will have varying spring and tyr on its load. One metre from the ground is about ust obviously be gi Steps from the ground to the platform should not be overlooked. Normally they can be sited at each end of the platform, but for platforms and some types of loadingkinloading activities, ad. should be provided at reasonable intervals, which should not be less than a twovehicle spacing. A greater distance would be appropriate where it is Intended that some vehicles should stand sideways to the platform. Vehicle to platform bridges: These vary widely in cost and elaboration to suit individual circumstances — for example a portable roller conveyor, power operated dock-levellers, 2 simple the platform edge, or solidly constructed bridge plate. LUfts: Often, li too small or re inadequate for handling goods, being either toc sIz"! ‘carrying capacity. Canes, hoists, conveyors: These will normally ‘and warehouses rather than shops They are ‘a wide survey of the field and careful thought best suit the jobs done will pay handsome dividends over many years. 337 - OTHER HELP AND ADVICE It would not have been possible for this guide to be a completely comprehensive reference to all aspects of designing for lorries Therefore, throughout the text references to other publ information have been included. These references are listed in appendix A. In re are a number of published documents which gi ign standards and space requirements" hs for turns through a range of angles became tes), Transparent templates of the diagrams in this guide m ial herein, will help both the experienced and inexperienced to make better and more informed judgements about space requirements and faci However, from time to time more extensi advisable. For this purpose FTA offers it cy package which has access to a lus a wide range of well there Is an answer to includes Alex Chri research and testing work whic ‘experience and particular advantage of problem office rather than full scale t ing or expensive design errors. 34 A SS RRS ERR LL APPENDIX A. References (Q) HADFIELD.W. Designing for Deliveries: design standards for service and off-street loading areas. FTA Research Report No 1, 1972. (Frelght ‘Transport Association) (@) CHRISTIE A W and J CHISHOLM, Goods vehicle manoeuvres: @ computer simulation and its epplication to roundabout design. TRRL Report SR662, 1981. (Transport and Road Research Laboratory) (3) HOUSE OF COMMONS. Motor Vehicles (Construction and Use) Regulations 1978. SI 1017/1978 (Hi (4) HOUSE OF COMMONS. Motor Vehicles (Cons (Amendment) (No 7) Regulations 1 (5) BROCK G. Road width requirements of commercial vehicles when ‘comeing. TRRL Report LR608, 1978. (Transport and Road Research Laboratory) H, SC TIGNOR and J F LOJACONO, Offtracking (6) STE) ‘ealcul 6507 1965. (Society of Automotive Engineers Inc USA) (7) SOCIETY OF AUTOMOTIVE ENGINEERS. Offtracking calculation charts for trailer combinations SAE J695, 1973 SAE Handbook. (Society of Automotive Engineers Inc USA) isa truck — how (8) AMERICAN TRUCKING ASSOCIATION. How sharp does it turn. (American Trucking Association Inc USA) (9) DEPARTMENT OF THE ENVIRONMENT. Roads in urban areas. 1966. (HMSO) torage and distribution. 1975. (The Architectural Press) (12) FREIGHT TRANSPORT ASSOCIATION. Designing for heavier (13) DEPARTMENT OF TRANSPORT, Junctions and accesses: the layout of majoriminor junctions. Departmental Advice Note TA 20/61. 1981. (Department of Transport) :) MINISTRY OF TRANSPORT. Urban traffic engineering techniques. 1965. (HMSO) (5) BRANNAM M and J D LONGMORE. Layout of lorry parks: dimensions of stalls and aisles. TRRL Report SR83, 1974, (Transport and Road Research Laboratory) - : regeome ee eee ees (16) BRANNAM M. Design degree parking bays. T g124. (17) DEPARTMENT OF TRANSPORT. A guide to the structural design of pavements for new roads Transport and Road Research Laboratory: Road Note 29, 3rd Edition, 1970 (HMSO) ) DEPARTMENT OF TRANSPORT. Specification for rond end bridge works. 5th Edition, 1976, (HMSO) (19) DEPARTMENT OF TRANSPORT. Notes for guidance 0 the Specifications for road and bridge works. 5th Ezltion, 1976. (HMSO) (20) ASPHALT AND COATED MACADAM ASSOCIATION oD Aevtirmendations for the construction and surfacing of parking esos (Asphalt end Coated Macadam Association Lté) @) DEACON R C. Smallscale paving. C & CA Reprint 181. (Cement and Concrete Association) (@2) LILLEY A A and B J WALKER. Concrete block paving for heevily areca toads and paved areas. C & C A Publication 46023 1978, (Cement and Concrete Association) (23) BRITISH PORTS ASSOCIATION. The structural desian of hen duty pavements for ports end other industries. (British Ports ‘Association) DEPARTMENT OF TRANSPORT. The troffic signs regulations en General directions 1982. Statutory Instruments 1981 No ‘859. (HMSO) (25) DEPARTMENT OF TRANSPORT. Treficslans amendmen fegulations Statutory Instruments 1982 Na, 1879. (HMSO) (26) DEPARTMENT OF TRANSPORT. Traffic signs general ‘amendment Srections Statutory Instruments 1982 No. 1880 (HMSO) 27) DEPARTMENT OF TRANSPORT. Traffic signs manuel. Chapter 5. Road Markings 1980. (HMSO) (28) BRITISH STANDARDS INSTITUTION. BS 5489: 1974 Street lighting. Part 1 General principles Part 2 Lighting for traffic routes Part 3 Lighti rofficked roads end footways (British Standards Institution) (29) LUMSDEN WK, RC ALDWORTH and R LC TATE, ‘Outdoor lighting handbook. 1974. (Gower Press Lid) G0) LYONS S L Handbook of industri is for the layout of lorry parks with 45 Engineering end Control 1974 15 (20) 4) lighting, 1981. (Butterworths) 1) CENTRAL STATISTICAL OFFICE. Standard industrial classification. 1968. (HMSO) (@2) METRA CONSULTING GROUP LTD. Study of generation of goods eae poverents In selected town centres. 1970, (Greater London AW, J PRUDHOE end M A CUNDILL Urban freight Soi. a siudy of operations in Putney High Street. TRRL Report distri {ies56, 1973, (Transport and Road Research Laboratory) (G4) TALBOT MF Werehouse traffic generation study: Pot urn Pee Memorandum RM400, 1974, (Greater London Counc) G5) PRUDHOE J. Offstret servicing for shops operations if © large caetee orca. TRRL Report SR146, 1975. (Transport and Roeé Besersst Laboratory) (36) SMITH K J G. Analysis of shopping street. Working Research Group, University of Newcast 31) BARTLETT R'S and WH NEWTON. generation by industrial and commerc! 261659, 1982. (Transport and Road Research Laboratory) (G8) GLOVER M H. Results from the Hull axle weight surrey (1986). TRR:- Report SR770, (Transport and Rood Research Laborstony) (9) SAVOY COMPUTING. TRACK: library of vehicle swept paths. 1983. {(Gevoy Computing, London ~ £225 plus VAT)a APPENDIX B ‘Tuming performance diagrams les a wide range of turning performance diagrams for reproduced to 8 1:200 scale. Many of the diagrams those that appear in the main part of this guide s, planners and engineers actively use both these scale diagrems appears in appendix H. 36 ee ‘Scale 1:200 a-olee [ee eee emer a Seale 1:200orm Seale 1:20€Figure 4.5(2) Simple full Jock right angle turn by FTA design articulated vehleleFigure 4.5(b) Side over-turn by FTA design articulated vehicle | ae ora Seale 1:200 i 40 ————— A EE EE | —a ee a Figure 4.5(c) Forward over-turn by FTA design articulated vehicle cenceorn ‘Seale 1:200 43Sagas fae OY = Figure 4.12 Roundabout turning area belng negotiated by FTA design Figure 4.14 Tight banjo turning area being negotiated by FTA design articulated vehicle articulated vehicle (= minimum 16.5. Figure 4.13 Large banjo turning area being negotiated by FTA design drawbar traller vehicleFigure 4.17 Full lock U-turn by FTA design rigid vehicle OFtA Scale 1:200 45 COO |Figure 4.18 Full tock U-turn by FTA design drawbar trailer vehicle Seale 1:200 SSIES oT |a Figure 4.19 Full lock U-turn by FTA design articulated vehicle This le an extreme tun and far to0 Ught for practical design purposes ort Seale 1:200 41 give ce ee eeFigure 4.20 Tightest recommended U-turn for FTA design articulated vehicleormFigure 4.22 T-turning ares sultable for righd and articuleted vehicles ‘Note: Some drivers would prefer to turn ‘Seale 1:200 SFE RR CEa ee ee Figure 4.23 Side rosd stub for turning rigid vehicles onlyFigure 4.24 Side road stub for turning articulated vehicles End of side road stubee APPENDIX C Width requirements on bends the net width requirements of the design dius ranging between 10m and 150m. te width within this use the figures too precisely -formance or clearances and therefore these must be added as. ‘Table C.1 Maximum path widths (90 degree tun) a APPENDIX D Kerb to kerb turning circles Throughout this guide emphesis has bee Jes. Figure DI kerb to kerb tuming circles of rigid vehicles have been plotted against their wheelbases A considerable scatter exists et constant wheelbase even though wheelbase is the main determinant of the kerb to kerb turning clrcle. icles Figure D1 Includes tractors of articulated combinations and rigid which can be the towing vehicle of drawber trailer outfits, since the turning circles of these compound vehicles are determined by those of the tractive elements ‘The vehicles included in this sample come from a wide range of graph to know which resent a random sar diameter. “The vehicles in the sample which had effective wheelbases of over 55m were Laxle rigids of types which are associated more with tural and construction indust For design purposes it ean be assumed that two axled tuming capability up to 2m better then the design velAPPENDIX E Predicting numbers of goods vehicles .ndix deals with the problem of estimating the number of vehicles which will use a new development. Though many studies of freight generetion 1 appears to have been found. of the problem is considered: shop would be included (together with many other types of shop) within the heading ‘Retail other food’ and a baker's shop can be of at least two types — those with the bakery on the same premises and those with the bakery elsewhere. A second source of differences in frelght generation Intensity arises from different modes of operation. For example, one department store may have Its buffer storage at the retail site whilst another may operate a satellite site for this purpose. A third source of differences is the choice of transport system. Clearly there will be less freight to be transported by road if the site has road or rall connections and these are used by the firms at the site. But even if road transport is the only mode in use the number of vehicles using the site will be affected by the choice of vehicle size. ‘Therefore, although precise values are not to be expected some guidance is i sm published research results. A synthesis hes been made of data ympetible forms or could be for shops, table E3 covers ution of bulk materials, whilst table ‘of goods vehicle visits on a weekday differs. In tables E1 and E2 the unit ht generation and in some cases these can be ly discussed. In cases where single values are hould not be assumed because values may already I report from which they heve been taken or because only single firms in these categories were studied. a ‘Table E.1 Freight generation Intensity* of shops ae “ Jewellery, leather goods Clothing, footwear Service trades such as hairdressers, opticians and cleanerst General stores, variety stores, department stores Furniture, carpets, household goods, electrical goods, hardwaret Confectionery, Tobaces, news Food TV rentalss ‘Average number of goods vehicle vista on a weekday per 100r? of grow floor ares. Probably Une haledresers and opticians are’at ve bottom of the range end the cleaner at ie 4 The highest and lowest volues are both for furniture. Dota or one ste only, ‘Table E.2 Freight generation Intensity® of Industries other than those in tables E.1 and E3 ‘Manufacturing Laundries Wholesales and di Wholesales and (food and drink) Vehicle repairs and servicing of gas, electrical and domestic appliances Warehousing? Builders and building services = Averoge nurber of goods vehicle vila on a weekday per 100m? of gross floor area. + Storage not distribution. 55 “cmaTable E.3 Freight generation Intensity® of haulage depots and depots for distribution of bulk materials fuels and waste disposal Haulage depots (including own account) {+ Average number of goods vehicle visits on a weekday per hectare of site area. + Vheetare ~ 10000 m2, ‘Additional information will be needed by the designs the problems which he has to foce. For example to loading bays requi maximum number of vehicles whi APPENDIX F Vehicle heights When designing premises with overhead obstructions, itis vital to know how high the vehicles using those premises will be. that 2 working clearance of 4.5m is m for example. But beyond that advice t information. Reproduced below is som¢ the TRRL during a survey results can be taken as a Figure F:l Histogram of vehicle heights (A63 trunk road 1980) 30 Based on table 4 in TARL ‘ ‘Supplementary Report 77008 ries to shops). Suppose that ela ted at an establishment, then probably about 9 ij hour. If the loading or unk ‘ 3 20 other times, it 3 hours, + 3s 7 3 = : foe 2 . ° syayaye [aya eelaya} aya - rE SEfoe APPENDIX G Turning widths of 38 tonne lorries FTA design vahlcle (242) 15.5m isticulated vehicle 32.5 tonne nominal | | 30 tonne artic fully toaded (3+2) 15.5m long oe ae \ Sy wt fp ~- > ‘Sholon abooe are the turing envelopes for typical vehicles negotiating a 5m outer Fadlus, It can be seen that Une sicept ioldth of both 38 tonne lorries was [ese than leew achieved under maxtmuum turing lock and FTA woould recommend at least ‘Seale 1:200APPENDIX H List of scale drawings Judes a large number of reference diagrams at different scales. led throughout the text end the list below provides a quick A vehicle types turning on constant lock tuming on constant lock ‘Artic on sharp (Inside) bend Loading docks Into bay (381) Side road stub (artics) Headroom on ramps Design for ramp “Turning widths of 38 tonne lorriesroeleng HINaNO fll ‘ON ANaWIN0G 03rd i au Me ee ee % ere a & a z ! AeTICULATED & OTHER VEHICLES RIGID | VEHICLES OnLy : i 13m, 25m | 50m UE tem 25m. 50m e A T T OUTER linwee | TOTAL] CUTEL|INEd ToTr| CUTER|ItMeC] FIP | CUTEL|ININEL FOR] QUEM IND Tore | Cures INNATE | & 433s ava | 4 >| * # * 3H [39 FE | 37 13.6]? | 3-7 | 3-7] P| 34 [37 [24 3-7/37 [RA bs 1 | 3? [54] ol | 27 |45|e2| 37 | 40] 23] 37 [44/61 137 [4a [28 |i | So, | #8)12.8| 44 |52}I01 | 40] 45|85|43 |6.oj(03|40 [4.8/8.8 [3-9 [4.1 [80 62 | F133] 5.4 16.0].4| 47]4.28/9.5 14.9 [5807/46 [4.9198 |4.3 14.3 |B 69 |65|ia4|'st [59/4] 49/49/9654] 55 N09] 4G |4.9) 28 [4.4/4.3 8.7 FO | 62/132] 59 153]112|4.9146 |95| 54 [5.0 |i0.6|4.9 ad 9514.3 14.3 |86 433HS NOILVINOWO ‘ON Or Noga, Tacent Y 64 [63 |27| 53 |4elog|4e [39 |85| 53/47 |i0.0/4.6|4.1 8-7 [4.2 [3.6 [8.0 tlOm: ' 1 | | 4d la [88] 42 [a2 3.8/2.9|3.9|3.8177 [3.8 [3.74/76 : ¥ A 4 # Om 3% |37/25"| 39 |3aa 3.7 [24 | 3-7 [37/24 [3.7 [3-7 (FL % [nete Fea jecacrick pucrases ROAD LUDTH AT THis MOWT CAH! BE ABSUMED AS F3m ~ STANDARD WIDTH, ‘dey [yoaH0 | ouo