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    Passive Protection Lighting Journal November 2017

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    Pole Products (formerly Sapa)
    Article on the rules and regulations around passive safe light poles including the new norm that is coming up.

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    Passive Protection Lighting Journal November 2017

    Uploaded by

    Pole Products (formerly Sapa)
    15 views4 pages
    Article on the rules and regulations around passive safe light poles including the new norm that is coming up.

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    © © All Rights Reserved

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    Article on the rules and regulations around passive safe light poles including the new norm that is coming up.

    Copyright:

    © All Rights Reserved
    Download as PDF or read online from Scribd
    Flag for inappropriate content
    Download as pdf
    15 views4 pages

    Passive Protection Lighting Journal November 2017

    Uploaded by

    Pole Products (formerly Sapa)
    Article on the rules and regulations around passive safe light poles including the new norm that is coming up.

    Copyright:

    © All Rights Reserved
    Download as PDF or read online from Scribd
    Flag for inappropriate content
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    November/December 2017 | Passive safety of lighting columns and signposts PASSIVE PROTECTION With more than 31 million cars on the UK roads, and rising, it is vital to make the safest choices when it comes to public lighting and other roadside objects. Wider adoption of passive he volume of traffic on our roads in= creases every year. A. consequence of thisisagrowth in the numberofacci- dents on the road network, The careful consideration in the placement of lighting columns, signal poles and signposts has never been more | important; te use of passive sate roadside structures and which classification of pas- | sive safety specified has also therefore never been more critical than it isnow. A Fa 7,205 apart ge hi ois op ud By lan MeDonald ACCIDENT STATISTICS | Highways England (or The Highways | Agency as ie was) were early adopters of | passive saftyon te strep tank ed network Roads managed by Highways England are wellknown as beng the safest roads in the country, and this is demonstrated by Clearly by the latest velablo government Statistics for road traffic collisions, as shovwnis Figure! stan fety could be one answer ‘A. Figen Ces sty ed nl ge 2015 bate ‘A. 25 paced inj ails ales” ‘These statistics are further endorsed when \welook more loselyat thetypeofsingleve- hicle collisions on the entire road network during the same period, as highlighted in the threecharts shown in Pigure2, COSTS OF AN ACCIDENT Every accident has an immediate financial cost to the taxpayer; the more severe the accident, the higher the cost, as we can see in Figur ‘These figures do not include ongoing costs for the support of individuals suffer ing from life-changing injuries following severe impacts, for example costs such as ongoing medical care, modifications to their homes loss ofearnings and sofort ‘Ange 3. tgs a ef vin andi 2 dp (68205) A.BRIEF HISTORY Passive safety was originally a Scandina- vian development inthe 1980s and 1990s. Passive safe signposts were frst installed fon anew UK trunkroad scheme, the As Silverstone bypessin 2002. ‘This was the first major use of passively safe product in the UK. In 2005, TAS9/03 14-2075 eared ingle co (tres ‘A Aypl pesiesle rete sions ¥ Aposiesay st voli. be shed 70 ages om cabal he cy foie rare November/December 2017 hing Journal Use of Pasive Safe Signposts, Light Poles | and Traffic Light Posts to EN 12767 was published. The development of passive safety has been ongoing ever since, as is shown nthesignpostimageleft. PASSIVE SAFETY NOW ‘The European standard EN 12767, part of the standard EN 40 for lighting columns, spoelties performance requirements for passively safe support structures for per ‘manent road equipment. It both defines ‘and limits the levels of occupant injury se verity when impactingthese structures, EN 12767 specifies the requirements and methods for testing passive safety. ‘This standard offers numerous options for classifying roadside structures. Itmakes. | distinction between the following: impact speed, performance level and occupant safety level. ‘When testing any passive safe roadside object, two tests must be carried out. First, aslow'speed test at 35kph mustbe passed, followed by a high-speed test at either 50, 70 or 100kph. The test vehicle can weigh ‘omore than 900kg, and will becrashed at 20 degrees from contre to try to better re flect an errant vehicle leaving the road. The image below shows atest vehicle do- ingjust this. A typical passive safe classification could be, for example, 1OONES, In case, "100" would be where the impact speed in kph,‘NE'istheenergyabsorptionand's'is, the oecupant safety level Three types of performance class are available to the designer and all react very differently upon impact. These are: High Energy Absorption (HF). This will, slow the vehicle considerably on impact and the risks of secondary collisions with trees, pedestrians and other road users is reduced, However, the severity ofthe im= pact for vehicle occupants can be higher, Low Energy Absorption (LE). This is designed to bend in front of and under the impacting vehicle, before shearing or de- taching towards the end of thecollsion November/December 2017 LUghting Journat | Passive safety of lighting columns and signposts No Energy Absorption (NE). This will permit the vehicle to continue after the impact with a limited reduction in speed Such poles may therefore provide a lower primary injury riskthan energy-absorbing support structures, butahigher secondary injury risk if other hazards exist behind the supportstructure, OCCUPANT SAFETY ‘There are four levels of occupant safety, ranging from 1-4, where one is the lowest level and four s the highest. ‘These levels are determined by two measurements taken in the vehiele during the test to replicate how an occupant re- acts during impact. These measurements are the Theoretical Head Impact Velocity’ (THIV) and the ‘Acceleration Severity In- dex’ (ASD. | PERCEPTION OF RISK | During the early adoption of passive safety | there was a perception that using passive safe structures would result in an in- | creased risk to pedestrians and other ‘non-motorised users’ nearan impact. [BS EN 12767 contains general require ‘ments pertaining to occupant safety, but also to the localised environment around the ‘crash site’ namely that: + The test item shall perform in aman- nerpredicted by the manufacturer ‘he test item or detached elements, fragments or other major debris from, the testitem shall not penetrate the occupant compartment or present an unnecessary hazard to other traffic, pedestrians or per~ sonnelinaworkzone +The vebicle shall remain upright for not less than 12m beyond the impact p witharollangleoflessthan 45degreesand | pitch angle ofless than 45 degrees | "Todate, there have been no recorded in- | stances of injuries occurring because of a | | FUTURE OF PASSIVE SAFETY | Classifications aze based on tests in acon- | trolled environment, In practice, factors | that affect the performance ofthe product play an important part, meaning that the | pole may not perform as expected. Figure | ‘4n the next column displays several fa tors ith theirpossible consequences. Itisonly logieal,too, for new regulations to be added for long-term performance. A ‘new norm was expected during the second ww thettp.orgak Feat Pose cansqatnces Achxgd point ae] Thpsinmeybreakarat xa cores) scare cat sar ‘Fea owey Diels tor hep can ak ‘worse compen, cute ha rd ren be

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