![]() WGI conducts extensive research by project location, to work with required formulae that determine the size of a rest area to develop traffic volume computations of travel along the roadway, what types of facilities are available in relatively close proximity (such as private truck stops), and how those numbers are likely to evolve over the rest area’s lifecycle. For facilities that serve highways on which tandem trucks are allowed, parking geometrics must offer specific turning radii to address these and additional related factors.ĭetermining the quantity of truck and car spaces needed (and therefore, vital restroom fixtures), is derived using a state’s required computation method, typically part of its overall Building Facilities Design Manual. As a rule, designers have a duty to account for an average turning radii that is affected by the parking angle and direction. Parking engineers need to determine how entrances and exits are configured to assure trucks can maneuver into, throughout, and out of the rest area. Parking geometrics are essential at the earliest stages of planning. Ultimately, cost considerations should be weighed against the anticipated short- and long-term parking needs for that stretch of highway. Developing a system of facilities that serves both directions of travel saves money where regulations allow them, but they present potential issues with capacity and safety, especially the possibility of wrong-way re-entry to the highway. Ultimately, a system must take into consideration the proximity of all other options and regular stopping locations.Įfficiency considerations, such as facilities serving bi-directional travel, should be evaluated. Each rest area is a connected element within a series of resting places, so it needs to be located in relation to other existing or planned facilities. In addition, they should also anticipate long-term utilization over the next five, 10, 15, and more years with an eye toward developing and future technologies that may affect the project.Īs the saying goes, when it comes to real estate, the three most important considerations are location, location, and location. Planners must consider not just a rest area’s initial use, but regulations governing commercialization the of the right-of-way along the Interstate System. They require restrooms and sanitary services many have restaurants and retail establishments some have recreational areas or learning centers (environmental stewardship programs) and some even have fuel and other vehicle-maintenance operations. It’s not a matter of just paving over a field and painting parking stall stripes. Of course, significant planning goes into rest-area development. State planners and their consulting engineers are preparing programs to deliver on these improvements. In response, many states are planning the creation of new or expanded rest areas to better serve both truckers and fatigued private-vehicle drivers. This poses a significant safety hazard to both truck drivers, and the private-vehicle drivers traveling on those same roads. It’s not uncommon to see highway rest stops overwhelmed with trucks, and miles of freeway shoulders adjacent to rest areas lined with trucks. On too many highways, both state and federal, there aren’t enough rest areas to serve the needs of high-volume truck traffic mandated to take a break. In the vital quest to save lives, an obvious shortcoming emerged. Also, drivers may be on duty for up to 14 hours - with a mandatory 30-minute break by their eighth hour - following 10 hours off duty. They include limits of 60 hours of driving over a seven consecutive-day period, or 70 hours over eight days. State regulations vary, but the federal government established stringent rules. In this regard, the most important policy is limiting the length of time drivers can legally drive before taking a rest. In response to this significant daily threat, state and federal transportation administrators and policymakers took action to reduce tired driving, particularly among truck drivers. The Centers for Disease Control and Prevention estimates that up to 6,000 fatal crashes each year are caused by drowsy drivers. According to the National Highway Traffic Safety Administration, tired drivers are responsible for over 70,000 crashes a year, causing nearly 45,000 injuries. ![]() It’s unavoidable - approximately one in every five fatal vehicular crashes involve driver fatigue a third of crashes involving a drowsy driver result in injuries. Anyone spending significant time driving on America’s highways sees firsthand the dangers of fatigued driving.
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