As you will know it became illegal to clamp any vehicle that is parked on private land on monday. Also the pcn notices that you get are pretty much a waste of time as the company serving has to prove in court that they are losing out financially and the court cost will always far out weigh the money they would get if they went to court. So basically… why are people still paying for msa parking ? Surely these bigger firms need to use their heads and turn a blind eye to these tickets too
In theory it seems like a viable idea, but I imagine that if everybody stopped paying to park trucks in MSAs, they would just convert the truck parking areas into car parking areas.
Not that I’m bothered either way as I wouldn’t park in one if I was paid to do it.
Harry Monk:
In theory it seems like a viable idea, but I imagine that if everybody stopped paying to park trucks in MSAs, they would just convert the truck parking areas into car parking areas.Not that I’m bothered either way as I wouldn’t park in one if I was paid to do it.
yes that would be good idea, no where to park a truck might actually get the goverment to do make them do it cheaper or build proper clean affordable truck stops…not in my life time and im only 30 
Kerbdog:
As you will know it became illegal to clamp any vehicle that is parked on private land on monday. Also the pcn notices that you get are pretty much a waste of time as the company serving has to prove in court that they are losing out financially and the court cost will always far out weigh the money they would get if they went to court. So basically… why are people still paying for msa parking ? Surely these bigger firms need to use their heads and turn a blind eye to these tickets too
Because, as said before, MSAs are most likely classed as the public highway or public car park ■■? So maybe the recent change doesn’t apply to MSA’s ■■?
Are you going to go into town and into a car park and not pay ■■
but if you didn’t pay the 22 quid, you wouldn’t get the 9 quid “food” voucher
Source : assets.highways.gov.uk/specialis … olicy1.pdf
FUNDING OF WORKS
47. The full cost of any works within the motorway or trunk road boundary (including
traffic management), will be met by the developer by means of an agreement with the
Secretary of State under Section 278 of the Highways Act 1980.5
STANDARDS OF FACILITIES
48. Roadside facility operators should endeavour to provide high-quality facilities at all
times. This will instil confidence in road users that, when they stop at a facility, their
essential needs will be met. It is in the interests of operators to encourage drivers to use
their facilities for as long as they require to rest. By ensuring consistently high standards
of hygiene, service, catering, seating and other facilities, operators are likely to increase
both customer numbers and lengths of stay. The consequence will be better-rested and
more-alert drivers, and this is likely to have a positive impact on road safety.
9
5 Guidance on S278 Agreements can be found at
dft.gov.uk/pgr/regional/stra … ighwaysact
49. Roadside facilities can provide an important first impression for visitors to England.
Thus it is vital that facilities can offer all road users a clean, safe and welcoming
environment in which to rest during the course of their journey.
50. Improved standards at MSAs and MRAs will be promoted through the mechanism of
an independent quality award scheme based on a cyclic inspection regime. Participation
is voluntary, but the operators are encouraged to take part and assist in defining the
framework for the system. However, it is expected that the scheme will include access
and other equality issues as a consistent factor.
51. Advice on equality issues should be sought from national access and equality groups.
Quality awards based on the outcome of the inspections should be displayed
prominently within the amenity building; one ‘star’ will be the lowest rating possible, as
it is necessary to distinguish participating and non-participating sites. Results may also
be displayed on sign 2917 of the Traffic Signs Regulations and General Directions
(TSRGD) (see Annex A).
SPACING OF ROADSIDE FACILITIES ON MOTORWAYS
52. Policy on the spacing of roadside facilities on motorways needs to balance the road
safety benefit of allowing drivers regular access to services with the potential detriment
to safety, traffic flow and the environment of development alongside motorways and at
motorway junctions.
53. Drivers are encouraged to stop and take a break of at least 20 minutes every two hours.
Drivers of HGVs are required by drivers’ hours’ legislation to take a break at specified
intervals. Research has shown that up to 20 per cent of accidents on monotonous roads
(especially motorways) are caused by tiredness. However, roadside facilities introduce
new on- and off-motorway movements that have their own safety implications, and may
disrupt the free flow of traffic.
54. There is also a need to limit development alongside motorways and motorway junctions
to mitigate the impact of strategic roads on the environment. This applies particularly,
though not exclusively, to open countryside and areas of planning restraint such as
National Parks, Areas of Outstanding National Beauty (AONBs), the Green Belt and
sites that either are themselves, or may affect, Sites of Special Scientific Interest
(SSSIs). Finally, any development accessed from a motorway (including roadside
facilities) risks the creation of additional local journeys that would not previously have
been made.
55. The existing network of MSAs has evolved around a long-standing spacing criterion of
**30 miles. This was based on the premise that drivers should be given the opportunity to**[/u]
stop at intervals of approximately half an hour. However, at peak hours, on congested
parts of the network, travel between MSAs can take longer than 30 minutes. Further,
90 km/h (56 mph) speed limiters for HGVs limit the distance they can travel in 30
minutes to a maximum of 28 miles (45 km). Any new application for a coreMSA should
therefore be considered on the basis of a 28 mile (45 km) distance, or 30 minutes’
travelling time,6 from the previous core MSA, whichever is the lesser.
10
6 Median average inter-peak travelling time.
56. The absolute minimum acceptable distance between facilities on the same route is 12
miles.
57. All existing MSAs, and new facilities that have been registered in the planning systems
prior to the date of publication of this document (which subsequently receive planning
consent) and any future sites that fill existing gaps in the core network must provide the
required features of a site having that status.
58. Where a clear and compelling need and safety case can be demonstrated, applications
for an infill service area may be considered. Individual cases will need to be treated on
their merits, and it is not possible to prescribe a comprehensive list of the factors which
it might be appropriate to consider in every case. There are, nevertheless, a number that
are likely to be of importance in virtually all cases. Planning authorities therefore will be
expected to have considered at least:
- the distance to adjoining roadside facilities;
- evidence (such as queuing on the roadside facility approach roads or lack of
parking spaces at times of peak demand) that nearby existing roadside facilities
are unable to cope with the need for services;
- evidence of a genuine safety-related need for the proposed facilities (such as,
for example, a higher than normal incidence of accidents attributable to
driver fatigue);
- whether the roadside facility is justified by the type and nature of the traffic using
the road; the need for services may, for example, be lower on motorways used by
high percentages of short-distance or commuter traffic than on those carrying
large volumes of long-distance movements.
59. Where infill sites are proposed, the Government’s preference will be that they should be
located roughly halfway between MSAs, unless it can be shown that an off-centre
location is more suitable in either operational, safety or spatial planning terms or in its
ability to meet a particular and significant need. The Government will not agree to more
than one infill site between any two core MSAs. Where the spacing between two
existing MSAs is 40 miles or greater, any infill site that might be permitted will also be
designated as a Core site and must provide the required range of facilities (see
paragraphs 67 to 71 below).
60. Where the spacing between existing Core sites is less than 40 miles, any infill site that
might be permitted may take the form of a Rest Area.
61. Rest Areas will provide some though not necessarily all of the range of facilities of a
Core MSA.
Nate:
but if you didn’t pay the 22 quid, you wouldn’t get the 9 quid “food” voucher
And that’s the only reason i use them.
bald bloke:
Nate:
but if you didn’t pay the 22 quid, you wouldn’t get the 9 quid “food” voucherAnd that’s the only reason i use them.
You park in a MSA - Eat the food and get free MRSA
m4rky:
bald bloke:
Nate:
but if you didn’t pay the 22 quid, you wouldn’t get the 9 quid “food” voucherAnd that’s the only reason i use them.
You park in a MSA - Eat the food and get free MRSA
and a nice icy cold shower 
trux:
30 miles.[/u] This was based on the premise that drivers should be given the opportunity to
stop at intervals of approximately half an hour. However, at peak hours, on congested
parts of the network, travel between MSAs can take longer than 30 minutes. Further,
90 km/h (56 mph) speed limiters for HGVs limit the distance they can travel in 30
minutes to a maximum of 28 miles (45 km)[/b]. Any new application for a coreMSA should
therefore be considered on the basis of a 28 mile (45 km) distance, or 30 minutes’
travelling time,6 from the previous core MSA, whichever is the lesser.
10
6 Median average inter-peak travelling time.
56. The absolute minimum acceptable distance between facilities on the same route is 12 miles.
This wouldn’t include the M25 then, as 30 minutes driving time at peak traffic hours aint got a bloody chance of doing 12 miles in certain places.
Puzzled as why they would need to show damages/loss of earnings etc.
If you park there, surely you are accepting their terms and conditions by implication.
Therefore I guess that they could claim breach of contract (or similar) and if succesful could claim all their expenses against you, so I think it may still be worthwhile them trying a few claims.
OP … try parking in a MSA without paying the next chance you get and report back to these forums on how it turns out please.
Screw MSAs, bring your own snap & park in layby for free & save yoursel some £££…!