Road Lighting Design

General description
• The main task of road lighting is to assure proper luminous levels on the roads to
enable the good vision for all road users. There are six different types of roads on this
project i.e.
Standard Use
The right light levels are determined by the internationally accepted standard Commission
Internationale de l’éclairage (CIE, International Commission on Illumination). This standard
defines the required lighting for every type of motorized road, with roads classified according to a
set of defining characteristics such as traffic volume and composition, the number of lanes, usage,
weather condition (fog, rain), and type of road surface ( paved, unpaved, cemented, asphalt). The
roads are classified from M1 to M6 with M1 being the largest (e.g. highways, expressways). The
motorized road lighting levels according to the M classifications are indicated in Table 5.1.

Additionally, the CIE standard has recommended lighting levels for pedestrian roads and areas. These
are classified from S1 to S6, according to traffic volume and composition, ambient luminance, and
the requirement for facial recognition, among others. An important lighting parameter to consider
for this type of road is illuminance. The pedestrian road lighting levels according to the S
classifications are indicated in Table 5.2.

The luminance of the road surface of the Disability Lighting of

carriageway for the dry road surface glare surroundings
Class condition
L in cd/m2 (E in lux) Uo U1 T1 in % SR
[minimum [minimu [minimum [maximum [minimu
maintained] m] ] ] m]
ME1 2 (20) 0.4 0. 10 0.5
7
ME2 1.5(15) 0.4 0. 10 0.5
 7
ME3 1(10) 0.4 0. 15 0.5
a 7
ME3 1(10) 0.4 0. 15 0.5
b 6
ME3 1(10) 0.4 0. 15 0.5
c 5
ME4 0.75(7.5 0.4 0. 15 0.5
a ) 6
ME4 0.75(7.5 0.4 0. 15 0.5
b ) 5
ME5 0.5(5) 0.3 0. 15 0.5
5 4
ME6 0.3(3) 0.3 0. 15 No requirement
5 4

Table 5.1: M series road lighting classes

 Table 5.2: S series road lighting classes

Hierarchy Type of Traffic Lighting

description road/General Detailed description flow class
description per day

Routes for fast‐moving long‐

distance traffic. Fully grade
separated
and restrictions on use.

Motorway Limited access Main carriageway in complex <= 40000 ME

interchange areas >40000 1
ME
1
Main carriageway with <= 40000 ME2
interchanges <3 km >40000 ME1
Main carriageway with <= 40000 ME2
interchanges W3 km >40000 ME1
Emergency lanes ‐ ME4a
 Routes for fast‐moving long‐
distance traffic with little
Trunk and frontage access or pedestrian
some
Strategic principal “A” traffic. Speed limits are
roads usually
route between over 40 mph and there are
primary few
destinations junctions. Pedestrian
crossings are either
segregated or
controlled and parked
vehicles are usually
prohibited.
 <1500 ME3
0 a
Single carriageways >1500 ME
0 2
<1500 ME3
0 a
Dual carriageways >1500 ME
0 2

Routes between strategic

routes and linking urban
Major urban network
centers to
and inter‐primary
Main the strategic network with
links Short‐ to
distribut limited frontage access. In
medium‐distance
or urban
traffic
areas speed limits are
usually 40 mph or less,
parking is
restricted at peak times and
there are positive measures
for pedestrian safety
reasons.
<15000 ME3
Single carriageways >15000 a
ME
2
<15000 ME3
Dual carriageways >15000 a
ME
2

Classified road (B
 and C class) and Rural areas <=7000

unclassified urban These roads link the larger >7000, ME

Seconda bus route, carrying villages and HGV(Heavy <= 4a
ry local traffic with Goods Vehicle) generators 15000 ME3
distribut frontage access and to >15000 b
or frequent junctions the strategic and main ME
distributor network. 3a

Urban areas (Zone E3d)

These roads have 30 mph
speed <=7000

limits and very high levels of >7000, ME3c

pedestrian activity with some <= ME3b
crossing facilities including 15000 ME2
zebra crossings. On‐street >15000

parking
is generally unrestricted
except for safety reasons.

Road linking between

the main and
secondary Rural areas

Link distribution network These roads link the Any ME5

road smaller villages to the

with frontage access distributor network.

and frequent They are of varying

junctions width and not always

capable of carrying
two‐way traffic.
 Urban areas
These are residential or ME4
industrial inter‐connecting Any b
roads S2
with 30 mph speed limits,
random pedestrian
movements and
Uncontrolled parking.
Any (with
high
pedestrian S1
or
cyclist
traffic)
Table 5.3: Lighting classes for motorways and traffic routes

Planning and Design

Planning of road lighting starts with the selection of needed parameters from
standards and recommendations. The next step is to find ways to improve
performance, efficiency, comfort, sustainability, and environmental friendliness.
 Performance ‐ Selecting the right light fitting enhances visual performance
due to the output spectrum being more suited to the eye’s response at low
levels of illumination. Led lights with “White light” sources are used to
maximize color rendering.
 Efficiency ‐ the selection of the right including optics, has a direct impact
on energy consumption and maintenance costs.
 Comfort – Glare should be kept at a minimum level. Glare can impair
visual performance to such an extent that reliable perception and
identification are impossible and so reduces traffic safety. Good uniformity
is also essential to model background for objects to be noticed. Both glare
 and uniformity are within the standard limits on the design.
 Sustainability and environmental friendliness – All the light fittings used
are solar‐ powered.
Selection of Light Fitting
Traditionally high‐pressure sodium vapor and high‐pressure mercury vapor were the main
choices. But now LEDs replace these lights. The LEDs provide higher performance on
luminous efficacy, lifetime, color rendering, and annual energy consumption as shown in
Table 5.4. As an example, we have assumed a one‐kilometer stretch of an M2 road that
needs to be lit up, with poles in the center median. Based on industry best practices for
lighting levels required to light one kilometer of road, we can expect the following:

LED High‐Pressure Sodium High‐Pressure

Vapor Mercury Vapor
Distance between 30 30 30
poles
Number of poles 33 33 33
Investment $$$ $$ $
Lamp wattage 70 150 250
System wattage 70 180 300
Luminous efficacy 90‐130lum/W 100 lum/W 60 lum/W
System efficacy 90‐130lum/W 80 lum/W 48
lum/W
Watt per meter 0.33 0.86 1.42
square(W/m2)
Lifetime 50000 hrs 12000 hrs 5000 hrs
Hazardous substance No yes Yes
Color rendering >70 >25 <60
index
Table 5.4: Comparison of road lighting technologies
5.4.1 Benefits of LED road lighting
5.4.1.1 Technological benefits
LEDs represent the next stage in the evolution of lighting technology, moving lighting
solutions from analog to digital technology. This is the trend seen across different
electrical appliances; radio, telephone, television, and camera have made the switch to
digital in the past few decades. The technical benefits offered by LEDs include:
• High lumen efficacy: Currently, commercially available luminaires from quality suppliers
typically have efficacy levels of 90‐100 lm/W. However, with the efficacy levels of LEDs
rapidly evolving, it is always recommended to consult with reliable manufacturers or
industry representatives for the latest efficacy levels.
• Directionality and Reduced Light Pollution: LEDs’ directionality contributes
significantly to their energy‐saving potential. LEDs provide directional light, reducing
light wastage and directing the light where it is most needed. This can also prevent
unwanted dispersion of light to residences, nearby areas, and the night sky, thereby
reducing light pollution
• Long lifespan: Laboratory testing and experience indicate that well‐produced LED
systems last 50,000 hours or more, depending on usage. This compares favorably against
the 5,000 to 15,000 hour lifetime of most conventional lamps.
• Superior quality of light: LED lighting has a high CRI, which together with its white
light, offers enhanced nighttime visibility, making the roads brighter and safer. Some
initial research shows that LED road lamps achieve greater light penetration through
the fog.
• Extended controllability: LED lighting is a digital technology making dimming and similar
control
functions possible and easy. LED users can make precise adjustments to brightness,
monitor fixture operations from a centralized location, and optimize energy efficiency by
altering light output as needed. Besides, while conventional lighting technologies have
shorter useful lives when they are dimmed, the effect on LEDs is the opposite: LED life is
extended when dimmed.
• Durability: LEDs are highly resistant to vibration and other mechanical stress making
them suitable for road lighting, especially on bridges, elevated highways, and where
there may be a risk of vandalism.
• Aesthetics: LED lighting applications can provide colors across the full spectrum13, and
thus help in improving the aesthetics of outdoor spaces, bridges, roads, and buildings.

5.4.1.2 Economic Benefits

The strongest argument for a switch to LED road lighting is economic. The direct and
indirect economic benefits of LED lighting include:
• Lower lifetime cost: During its much longer lifetime of 50,000 hours (compared to
15,000 hours or less for an alternative conventional technology), the total cost of
ownership (TCO) of an LED road lighting system is lower by 50% or more. The TCO
of a road lighting system includes energy, lamp replacement, and labor and
maintenance costs.
• Income generation: Effective road lighting helps extend light hours in cities as well as
rural areas. This promotes tourism; longer business hours for businesses such as food
vendors, shops, entertainment centers; and other evening activities resulting in jobs and
income generation.

5.4.1.3 Social Benefits:

Road safety: LED road lighting provides better quality light, which increases
visibility for both drivers and pedestrians. In off‐grid locations, solar LED road
lighting can light dangerous intersections or populated unlit spots. Road lighting, and
especially LED road lighting, can significantly improve road safety conditions,
especially in poorly lit areas and highly populated cities in developing countries.
 The World Health Organization predicts that road‐related accidents will be the
world’s fifth leading cause of death by 2030.
  According to Beyer and Ker (2009), road lighting can be an effective measure that
reduces the incidence of road traffic crashes, injuries, and fatalities.
 In Stoke‐on‐Trent in the UK, crimes decreased by 43% in the areas with improved
lighting and by 45% in two adjacent areas, compared with a decrease of only 2%
in the two control areas.
 Research on the interrelation between illuminance at intersections and the
reduction in traffic accidents (2003) estimate that the installation of lighting on
intersections can reduce night accidents by as much as 40%.
 Clarke (2002) argues that improved lighting can be a good crime deterrent,
especially in high crime neighborhoods.

5.4.1.4 Energy savings, environmental benefits: Road lighting forms a significant part
of overall energy consumption by lighting. Besides the energy savings, a shift to LED
technology results in an equivalent drop in Greenhouse gas emissions, about 0.6375 Kg
per kWh saved.19 Besides, LEDs have other “green” benefits: They do not emit infrared
radiation or harmful ultraviolet (UV) rays and do not contain mercury, a toxic metal
found in several conventional lighting technologies.
5.4.1.5 Better citizen security, livable cities: LEDs add to a city’s aesthetic appeal vibe,
helps improve city branding, and cultivates civic pride. In a 2012 survey by The Climate
Group, 80% of those surveyed reported that LED street lighting made them feel safer for
reasons such as brighter lighting and better facial recognition.

5.2 Features of a Solar LED Road Lighting System

LED road lighting technology has progressed to include solar energy as an energy source.
Solar LED road lighting systems have additional components that are not required for
grid‐connected LED road lighting systems. In addition to the pole, luminaire, and cables
that make up a conventional LED road lighting unit, the solar unit comprises a system
that collects, stores, and deploys solar energy as shown in Fig 5.1. Complete solar LED
lighting system consists of five main components:

• Solar Photovoltaic (PV) Panel is the energy generating component responsible for
harvesting energy from the sun and converting it to a usable form of electricity.
• Battery is the energy storage and supply component of the system; it converts stored
chemical energy into electrical energy. The battery in a solar lighting system is typically
rechargeable and designed to supply energy to the lighting system for up to 3 ‐5
consecutive rainy or non‐sunny days. There are called “autonomy days,” defined as the
number of days the battery can support the lighting system without recharging.
• Charge Controller is considered the “heart of the system.” It harvests the current to
charge the battery during the daytime and discharges the battery during the night to power
the LED module as efficiently as possible. It also regulates the flow of electric current to
and from the battery and prevents over‐charging, over‐discharging, or overvoltage, all
of which may reduce battery performance or lifespan, and may pose a safety risk.
• Luminaire here is the same as in the grid ‐connected LED lighting system. In a solar
LED lighting system, it is identified as the energy‐consuming component responsible for
providing an adequate amount of light.
• Mechanical Components (poles, internal cables) support the whole system by connecting
the PV panel, battery, controller, and luminaire altogether. In a solar LED lighting system,
this component plays an even more essential role in the overall reliability of the system.
Having good quality components is not enough to ensure the reliability of the system.
Precisely because the separate components need to be configured and integrated into a
single system, solar LED lighting requires a systematic approach that looks at how the
whole unit works optimally and not just the performance of each component. A solar
LED lighting system is more than just the sum of its parts: it requires seamless system
integration and configuration to deliver the required functionality and performance.
The key to reliable and robust solar LED lighting system is to guarantee the quality of
each component and to ensure its proper configuration and integration.
1‐Tilted solar modules placed on a mounting structure facing the
sun path. 2‐ LED lighting unit suspended on a pole short arm.
3‐ Vented steel enclosure, (contains the battery and the solar charge controller).
4‐ Structural anticorrosion parts consists of the pole, the affixing base, the short arm
and the modules mounting structure.

Fig 5.1Typical solar‐powered LED road light

5.5.1 Key Benefits of a Solar LED Road Lighting System

Depending on the context, solar LED road lights to deliver additional benefits compared to grid‐
connected LED road lighting systems:
• Higher energy savings: Solar LED road lights provide 100% energy savings over
conventional road lights and hence higher savings on the energy bill.
• Lower initial investment in off‐grid areas: When we factor in the cost of connecting an
off‐grid area to the electricity grid so it may have road lights, the initial cost of setting up
road lights is much lower with solar LED lights.
• Energy access in off‐grid areas: In many rural areas, solar road lights provide the only
source of light. When situated in an off‐grid community center, solar LED road lights to
help lengthen the workday, supporting increased economic activities, community
interaction, and education‐related activities. Community lighting also becomes the first step
to energy access, as households start demanding and paying for energy access in their
homes.
• Climate change mitigation: As part of their climate change mitigation strategies, many
utilities and countries are now setting targets for GHG mitigation and energy generation
from renewable sources.
Solar LED road lights are selected considering all these things.

5.3 Geometry

Once all the above parameters are selected and the necessary optimal measures are
taken, the next step is selecting the geometry of the installation. The geometry of the
lighting installation is characterized by mounting height (H), the distance between
luminaires (S), Carriageway width (W), luminaire overhang (O), luminaire outreach (OR)
and tilt angle(A) as shown in Fig 5.2.
 Fig 5.2 Street lighting features

The road lighting is divided into four based on the carriageway width. The rest of the
geometrical factors remain the same for all the roads.
  For roads up to 16m, a 10m single arm pole is used in only one side of the road.

 For the 20m roads, a 10m single arm pole is used on both sides of the road.

 For the30m roads, a 10m single arm pole is used on both sides of the road.
Additional pedestrian light is added at each unit. The height of the pedestrian
fixture is 6m.

 For the 43m roads, a 10m single arm pole is used on both sides of the road. A
double arm pole is used in the middle. Additional pedestrian light is added at
each unit. The height of the pedestrian fixture is 6m.

Street light pole spacing (ft)= (LLxCUxMF)/ (EhxW)

LL – Lamp lumens (or luminaire lumens if LED luminaire). These are

initial lumens from the lamp or LED luminaire, when it is first installed.

CU – Coefficient of utilization for roadway width (use the CU table provided by

the luminaire manufacturer in the photometric report of the luminaire you have
selected).

MF – Maintenance factor accounts for lamp lumen depreciation and luminaire dirt
Depreciation. This value is selected from table 5.5.

Eh – Average maintained design horizontal illuminance in footcandles

(Fc). In a roadway lighting design, this is the amount of light you want
to provide on the pavement.

W – Width of lighted roadway in feet (ft). This is the width of the roadway this
luminaire is intended to light.

Let us consider the lighting design for the 16m road. It will be illuminated from one side.
 The selected luminaire is with an average illuminance of 20000 lumens.

 To obtain the CU

o divide the width of the roadway you are lighting by the mounting height of the
luminaires (16m/10m = 1.6).
o This is the ratio shown on the X‐axis of the CU table.
o Follow this line up until you reach the CU line for street‐side (SS) lumens.
o The intersection of this line with the CU line indicates the CU value for the roadway
(0.35).
 Fig 5.3 Coefficient of utilization chart

 The maintenance factor can be selected from the table.

Cleaning
interval in Ingress protection of the lamp housing
months
IP 5 minimum IP 6 minimum
Pollution category
Hig Mediu Lo Hig Mediu Lo
h m w h m w
18 0.87 0.88 0.91 0.9 0.91 0.92
24 0.84 0.86 0.90 0.88 0.89 0.91
36 0.76 0.82 0.88 0.83 0.87 0.90
Table 5.5 Road maintenance factor based on BS 5489

The specified light fitting has an IP rating of 65. Taking the worst‐case scenario of
cleaning interval 36 months, the maintenance factor is 0.83 is selected from Table 5.5.
According to table 5.3, most of the roads fall into the category of ME3a, which is a
major urban network and primary links short‐to‐medium distance traffic. From table
5.1, the minimum maintained luminance level is 10 lux (0.9 FC).

The width of the road is 16m (52.49 ft)

Spacing (ft) = (22000x0.35x0.83)/(0.9* 52.49 ft)

= 135.28 ft (41.23m).