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A465 Heads of the Valleys Sections 5 and 6: Dowlais Top to Hirwaun

Street Lighting Strategy March 2018

A465 Blaenau’r Cymoedd Adrannau 5 + 6: Dowlais Top - Hirwaun

A465 Heads of the Valleys Sections 5 + 6: Dowlais Top - Hirwaun

Street Lighting Strategy

Contents

Executive Summary ............................................................................................................................................... 1

1. Introduction ................................................................................................................................................ 4

2. Economic Assessment ............................................................................................................................. 5

3. Proposed Lighting Extents ....................................................................................................................... 8

4. Lighting Technologies ............................................................................................................................ 10

4.1 Existing Lighting Technologies .................................................................................................................. 10

4.2 Proposed Lighting Technology .................................................................................................................. 11

5. Proposed Lighting Levels ...................................................................................................................... 13

5.1 Determining the Lighting Class ................................................................................................................. 13

5.2 Adaptive Lighting ....................................................................................................................................... 13

6. Conclusion ............................................................................................................................................... 14

7. Standards ................................................................................................................................................. 16

Appendix A – Comparison LED vs HPS ............................................................................................................ 18

Appendix B – TA49 Assessment ........................................................................................................................ 19

Appendix C – Designer’s Lighting Level Assessment .................................................................................... 20


Glossary

Term or abbreviation

Definition

Dimming Adjustment of a light source to reduce its output or brightness, expressed as a percentage of full output or brightness.

HPS High pressure sodium.

PIA Personal injury accident.

AADT Annual Average Daily Traffic.

CMS Lighting Central Management System: A centralise computed system capable of monitoring and controlling individual road lighting assets.

Maintenance Factor

In lighting calculations, the ratio of illumination of a light source at a given time to that of the initial illumination. This factor is used to determine the depreciation of a lamp over a period of time

Traffic Demand Responsive lighting system

A CMS with automated functionality, taking inputs from roadside traffic volume monitoring equipment and using this to apply Dimming to adjust the road lighting to match traffic needs.

LED Light emitting diode: electronic light source.

SON High pressure sodium lamp: light source producing a golden yellow light.

Trimming Adjustment of the time when road lighting switches on or off.

WG Welsh Government

ILP Institution of Lighting Professionals.

ELEXON National body representing the electricity generating business, billing and settlement agreements. They producing policies, processes and procedures for this business. ELEXON compares how much electricity generators and suppliers said they would produce or consume with how much electricity they actually generated and supplied. After calculating these volumes, they work out a price for the imbalances and charge organisations accordingly.


Page 1 of 12 Page 1 of 24

Executive Summary

This report outlines the proposed lighting strategy for the new lighting on the strategic road network on the upgraded A465 Heads of the Valleys Dualling Sections 5 & 6.

This report outlines the following:

a summary of the economic assessment undertaken in accordance with the requirements of TA 49/07, ‘Appraisal of New and Replacement Lighting on the Strategic Motorway and All Purpose Trunk Road Network’;

the proposed lighting extents in accordance with TD34/07 ‘Design of Road Lighting for the Strategic Motorway and All Purpose Trunk Road Networks’, CIE 115/2010 ‘Lighting of roads for motor and pedestrian traffic’, TD 22/06 ‘Layout of Grade Separated Junctions and BS5489 ‘Code of Practice for the Design of Road Lighting – Part 1: Lighting of roads and public amenity areas’’; and

the recommended street lighting technologies to install on the upgraded A465 Heads of the Valleys Dualling Sections 5 & 6 to deliver a sustainable network without restraining economic growth, meet the Welsh Government’s (WG) requirements outlined in ‘Welsh Assembly Government Motorway And Trunk Road Lighting Policy’ and in line with the ‘Brecon Beacons National Park International Dark Sky Reserve Lighting Management Plan’.

The key findings of this report were:

The existing A465 trunk road is partially lit;

The proportion average of darkness Personal Injury Accidents (PIAs) between Hirwaun Junction to Dowlais Top Junction is 1 % above the national average darkness PIAs. It is likely that the new alignment will contribute to the reduction of the existing PIA’s without the need for providing lighting on the entire length of the scheme.

Comparison between the expected benefits and expected cost for road lighting on the scheme showed the Benefit Cost Ratio (BCR) was <1. This means that the economic assessment concludes that it would not be economically worthwhile to provide lighting on the entire mainline of the upgraded A465 Heads of the Valleys Dualling Sections 5 & 6 scheme.

The ecologist recommends (refer to the Environmental Impact Assessment report) the following:

- Limiting the extents of lighting between Hirwaun Junction and Galon Uchaf Junction due to the close proximity of the scheme to the National Park.

- There are drainage culverts across the scheme which has features added for mammal passage or made to specific dimensions so bats can fly through them. These would need to be kept as dark as possible.

- At Croesbychan Junction, there are bat roosts both sides of the junction and therefore will need to maintain the existing dark routes across the road.

- The Taf Fechan area is a highly sensitive area for lighting. Any lighting of the Taf Fechan NMU route would need to be restricted and ensure that there would be no spill into the gorge below the route whilst balancing safety needs for NMU users.



- Taf Fawr (River Taf to the east of the A470 junction) is particularly sensitive for nocturnal species present; therefore light spillage is not permitted into the gorge below the road.

The Street Lighting Road Safety Assessment Report (refer to report no. B2191100/D2/1/2/103) supports the recommendations within this report.

To help the WG deliver a safe, efficient, cost-effective, environmentally sensitive transport system and achieve minimum on-road maintenance this report recommends the following:

(i) Although the result of the TA49/07 economic assessment shows that it is not economically worthwhile to provide lighting on the upgraded A465 Heads of the Valleys Dualling Section 5 & 6) scheme; in order to achieve compliance with other relevant standards outlined in Section 6 of this report, this report recommends the lighting extents shown in figure 1 below:

Figure 1: Recommended lighting extents on the new A465 Heads of the Valleys Dualling Sections 5 & 6 scheme.

(ii) Embracing efficient technologies such as Light Emitting Diodes (LED) lanterns will achieve at least 30% reduction in energy savings and 50% savings in maintenance costs (refer to Appendix A).

(iii) Install a Lighting Central Management System (CMS) system which is Elexon approved and operationally proven so that the lighting can be monitored, dimmed, trimmed and controlled remotely resulting in further energy, potentially an additional 30%1 in energy savings. In addition to other non-financial maintenance benefits and mitigating environmental implications.

(iv) Deploying a Traffic Demand Responsive lighting system so that the lighting can be dynamically controlled according to traffic flows and applying the principals of PLG08 ‘Guidance on the Application of Adaptive Lighting within the Public Realm’ to deliver the right amount of lighting in the right place and at the right time.

1 Based on savings achieved on similar schemes.



(v) This report recommends the right amount of lighting at the right time and in the right place in line with the ‘Brecon Beacons National Park International Dark Sky Reserve Lighting Management Plan’ which requires preserving and protecting the night-time environment and the heritage dark skies through quality outdoor lighting.

(vi) It is recommended that a desktop lighting assessment is undertaken in accordance with the requirements of BS5489-2:2003 to establish the need for day-time and night-time lighting on all underpasses.

(vii) Alternative lighting technologies and operational protocols may need to be considered for NMU underpasses and overbridges within environmentally sensitive areas.

(viii) On completion of the scheme, sections of it will be re-classified as local roads adopted by Rhondda Cynon Taf County Borough Council, Merthyr Tydfil County Borough Council and Caerphilly County Borough Council.

Therefore, dedicated separate feeder pillars shall be provided for the lighting of local authority roads. The feeder pillars and circuits for lighting installations shall be located within the boundaries of the relevant authority.



1. Introduction

The A465 Heads of the Valleys Dualling Project comprises improvement of a 40km length of trunk road between Abergavenny and Hirwaun. This scheme relates to Sections 5 and 6 of the A465 project, a 16.2 km length of improvement between Dowlais Top, Merthyr Tydfil and Hirwaun. Delivery of these lengths would complete the A465 Heads of the Valleys Dualling Project.

The Dualling project will deliver a number of benefits including improved journey time and reliability, delivering economic growth, improved connectivity and reduce the rate and severity of accidents.

An appraisal of new road lighting on the proposed relief road is required to justify, in principle, the case for new road lighting as part of the works.

The lighting appraisal and proposed lighting extents have been carried out as guided by TA49/07 ‘Appraisal of New and Replacement Lighting on the Strategic Motorway and All Purpose Trunk Road Network’, Institution of Lighting Professionals PLG02 ‘The Application of Conflict Areas on the Highway’, CIE 115/2010 ‘Lighting of roads for motor and pedestrian traffic’, TD 22/06 ‘Layout of Grade Separated Junctions’ and BS5489 ‘Code of Practice for the Design of Road Lighting – Part 1: Lighting of roads and public amenity areas’.

The primary purpose of road lighting on the strategic road network is to reduce the number of Personal Injury Accidents (PIAs). As this reduction is a quantifiable benefit, economic justification for lighting can be determined and to provide economic justification for road lighting, the predicted accident cost saving should be greater than the lighting scheme cost.

This report recommends street lighting technologies in order to meet the following:

Deliver a safe, environmentally friendly, and sustainable network without retraining economic growth;

WG’s requirements outlined in ‘Welsh Assembly Government Motorway and Trunk Road Lighting Policy’.



2. Economic Assessment

The economic assessment has been carried out as guided by the Highways England’s Project Appraisal Report (PAR), TA49/07 ‘Appraisal of New and Replacement Lighting on the Strategic Motorway and WG’s requirements outlined in ‘Welsh Assembly Government Motorway and Trunk Road Lighting Policy’, refer to Appendix B.

The key findings of the economic assessment were:

The existing A465 trunk road is partially lit;

The national average proportion of dark Personal Injury Accidents (PIAs) on the strategic road network is 28% of the total PIAs occurring during daylight and darkness [source: Road Casualties Great Britain, DfT].

The proportion average of darkness Personal Injury Accidents (PIAs) between Hirwaun Junction to Dowlais Top Junction is approx. 29%, which is 1 % above the national average darkness PIAs.

It is likely that the new alignment will contribute to the reduction of the existing PIA’s without the need for providing lighting on the entire length of the scheme.

Table 1 overleaf shows the Percentage of Dark PIAs per junction:



Mainline A465 S5

& S6

Darkness

PIAs for

preceding 5

years

Average No.

of Dark PIAs

per annum

over 5 years

Percentage

of Dark PIAs

Analysis

Start of S6

Hirwaun Junction 5 1 36%

>28%, the proportion average of

dark PIAs is 8% greater than the

national average.

Hirwaun to

Trewaun

Junction

3 0.6 20%

<28%, the proportion average of

dark PIAs is 8% less than the

national average.

Trewaun to

Croesbychan

Junction

2 0.4 34%



national average.

Croesbychan

Junction to

Baverstock

Junction

3 0.6 34%



national average.

Baverstock

Junction to end

of S6

4 0.8 24%



national average.

Start of S5 to

A470 junction 2 0.4 25%



national average.

A470 junction to

Galon Uchaf 8 1.6 35%



national average.

Galon Uchaf to

Dowlais Top

Junction

5 1 26%



national average.

Total Average

darkness PIAs 29%

>28%, the proportion average

of dark PIAs is 1% greater

than the national average.

Table 1: A465 Percentage of Dark PIAs



Comparison between the expected benefits and expected cost for road lighting (shown in Table 2 below) on the scheme showed the Benefit Cost Ratio (BCR) was <1. This means that the economic assessment concludes that it would not be economically worthwhile to provide lighting on the entire mainline of the upgraded A465 Heads of the Valleys Dualling (S5 & S6) scheme.

Mainline A465 S5 & S6 Accident

Benefit Over

30 years/£

Total Expected

Capital Costs

over 30 years/£

Benefit

Cost Ratio

(BCR)

Analysis

Hirwaun Junction to tie-in £383,863 £962,500 0.4

BCR <1, no

economic

justification

for lighting

mainline.

Hirwaun to Trewaun Junction £230,318 £825,000 0.3

Trewaun to Croesbychan

Junction

£153,545.23 £1,017,500 0.2

Croesbychan Junction to

Baverstock Junction

£230,317.85 £1,567,500 0.2

Baverstock Junction to S6

Section end

£307,090 £1,182,500 0.3

Start of S5 to A470 junction £153,545 £330,000 0.5

A470 junction to Galon Uchaf £614,181 £1,705,000 0.4

Galon Uchaf to

Dowlais Top Junction

£383,863 £1,292,500 0.3

Table 2: A465 BCR results



3. Proposed Lighting Extents

Although the result of the TA49/07 economic assessment show that it is not economically worthwhile to provide lighting on the upgraded A465 Heads of the Valleys Dualling Section 5 & 6 scheme; in order to achieve compliance with TD34/07 ‘Design of Road Lighting for the Strategic Motorway and All Purpose Trunk Road Networks’, CIE 115/2010 ‘Lighting of roads for motor and pedestrian traffic’, and TD 22/06 ‘Layout of Grade Separated Junctions’, this report recommends the following:

(a) Hirwaun grade separated Junction shall be fully lit with lighting to be provided on the mainline through the junctions and on the slip roads in accordance with the requirements of TD34/07 C.3.14 (iii) and TD22/06 C.5.35.

Lighting on slip roads, should extend to the end of the taper and the mainline lighting should continue for a further distance no less than 1.5 times the Desirable Minimum Stopping Sight Distance as defined in TD 9, i.e. at a speed of 70mph this equates to 442.5m.

The full length of the junctions’ on/off-line elements connecting to existing lit roads shall be fully lit and lighting extended to tie-in with the lit sections.

(b) Lighting extents between Hirwaun and Dowlais Junctions shall be kept to a minimum due to environmental constraints.

Therefore, Dowlais Top, Croesbychan, Baverstock, A470 and Galon Uchaf grade separated junctions shall be partially lit with only the on/off-line conflict points lit in accordance with the requirements of TD34/07 C.3.14 (ii) and CIE 115/2010.

Lighting should not terminate closer to the conflict point than indicated as follows:

lighting on the on/off-line elements shall extend for a distance long enough to provide the 5 seconds of driving at the expected traffic speed, i.e. 156m (for 70MPH speed).

the peak traffic queuing distance on the approach to a give way or stop line;

the distance required to illuminate any bend at the end of an exit slip road or the beginning of an entry slip road.

The junctions’ on/off-line elements connecting to existing lit roads shall be fully lit and lighting extended to tie-in with the lit sections.

(c) Gaps of less than four times the stopping sight distance between lit sections are to be lit in accordance with the requirements of TD34/07 C.3.19.

(d) Figure 2 overleaf is a schematic indicating the proposed extents of lighting on this scheme:



Figure 2: Recommended lighting extents on the new A465 Heads of the Valleys Dualling Sections 5 & 6 scheme.



4. Lighting Technologies

4.1 Existing Lighting Technologies

The existing lighting technology on the A465 scheme consists of High Pressure Sodium (HPS) lamps.

HPS lamps produce their light from a short arc tube and are therefore a high brightness light source usually fitted in a lantern. Light is controlled through adjustable reflectors in the lantern and is some cases prisms. The smaller the arc tube length the easier it is to control the light and put more of it where it is needed.

HPS lamps have been around since 1964. Some of the lighting manufacturers have stopped manufacturing the HPS lanterns since December 2015. This will begin to cause difficulties for the maintenance of the network as there will be shortages of parts to maintain the HPS lanterns on WG network.

Table 3 below compares the existing HPS lamps with current advanced lighting technology LED’s:

Table 3: Comparison between existing lamps and advancing technology.

Where:

Lamp life; the light produced by a light source and its reliability reduces over time so is compensated for in the design by using a maintenance factor. To overcome this and prevent massive over-design manufacturers recommend a planned lamp replacement scheme being based on burning hours and surviving light sources. All night burning is approximately 4,000 hours per year whereas continuous burning is 8,760 hours per year.

Colour; this is determined by the colour temperature, colour appearance and colour rendering properties. Colour temperature or the Correlated Colour Temperature (CCT) is measured in Kelvins (0K). Colour appearance is loosely defined as warm (up to 3,000K), neutral (around 4,000K) or cool (over 5,000K). Colour rendering is described in terms of the ability of a light source to show colours as true, measured as a Colour Rendering Index (CRI or Ra) from 0 to 100. CRI 0 is used if there is no colour rendering (also known as being mono-chromatic) to 100 being compared with colours observed under noon sunlight.

The existing lighting is group controlled by a photo-electric control unit (PECU) providing 100% lighting at all time from dusk to dawn, burning un-necessary energy during quiet hours of the night when the traffic flow is low.

The existing HPS have a life span of up to three years or 12,000 hours, therefore, a three year bulk lamp change and lantern clean is required.

Light Source

Lamp Life

Colour Rendering

SON/HPS 12,000 hrs 20

LED 100,000 hrs 80



4.2 Proposed Lighting Technology

Where lighting is being provided, the following are the recommended lighting technology to help the Welsh Government meet its carbon emission targets without restraining sustainable economic growth, meet their requirement outlined in ‘Welsh Assembly Government Motorway And Trunk Road Lighting Policy’ and in line with the ‘Brecon Beacons National Park International Dark Sky Reserve Lighting Management Plan’:

(i) Light Emitting Diodes (LED):

LEDs consume less power than conventional street lighting hence achieving at least 30% in energy cost savings;

LEDs are more reliable compared to conventional street lighting;

LEDs have a life span of up to 25 years;

LEDs require no maintenance over 25 years except for routine electrical testing every five years (that could be undertaken at ground level).

The design of LEDs (i.e. flat glass) makes it difficult to accumulate dust, with an average five year cleaning cycle compared to HPS lamps which require lamp change every three years. The LED six year cleaning can be programmed with the six yearly electrical testing visits hence reducing the need for costly maintenance visits and reducing the impact on the road users and network maintainers.

LED, do not emit potentially harmful ultra-violet emissions to the environment, and hence will have a lower impact on flora and fauna;

LEDs have high colour rendering (Ra) greater than 80, providing bright, true colour at night. The colour rendering being greater than HPS lamps, will improve the night driving conditions for road users.

Installation of LEDs will reduce the electrical infrastructure due to reduced power consumption.

LEDs do not produce strobe effects common in conventional street lighting, thereby reducing visual fatigue for drivers.

The capital cost of an LED luminaire is reducing gradually and will soon be cheaper to install than HPS due to the limited availability of the HPS luminaires.

WG are also to be made aware that some of the reputable lighting manufactures (such as Philips & Urbis) announcing the commencement of stopping the manufacturing of the conventional street lighting luminaires that use HPS lamps from Dec 2015. Therefore, the installation of LEDs is highly recommended.

(ii) Central Management System (CMS):

This is a system used to monitor, control and dim the street lighting remotely based on historically gathered traffic flow information. This will result in the following benefits for the Welsh Government:

Reduced energy consumption by a further 15% (based on dimming from 12pm to 6am);

Monitor and report on WG’s actual energy usage for the road lighting to evidence WG carbon reduction commitments, and give complete control of energy spend against the backdrop of continued increases in energy costs and direct reporting of actual energy usage to the energy suppliers;



Integration with the WG’s asset management system to monitor the performance of the road lighting assets, to allow for repair and maintenance of the road lighting before failures occur, by providing early indication of the incorrect operation prior to complete failure to facilitate faster response to defects; and,

Remove the need for unnecessary costly maintenance visits.

(iii) Traffic Demand Responsive Lighting:

A cloud based system used to integrate real-time traffic data into the CMS system to enable dynamic control of the lighting according to real-time traffic conditions. This will ensure the provision of the right amount of light, in the right place, and at the right time. The following benefits may be realised:

Such real time control of lighting may reduce energy by 30% from pre-dimmed value and increase the scope for safely dimming the motorway lights when traffic is light;

Utilising existing technologies such as traffic counters and CMS to benefit from further reduction of energy consumption and environmental implications; and,

Future proof WG as Lighting Standards and Institute of Lighting Professionals guidance are updated to reflect technological advancements and societal change. Any change to standards and / or guidance can be easily implemented in a single system in one operation.



5. Proposed Lighting Levels

5.1 Determining the Lighting Class

A designer’s lighting risk assessment has been undertaken to select the appropriate lighting levels in accordance with the requirements of the current BS5489-1:2013, refer to Appendix C of this report.

5.2 Adaptive Lighting

Adaptive lighting is recognised good practice within the road lighting industry, where the amount of lighting provided on a road is altered to suit traffic flow and road use. Adaptive lighting should be set appropriately to meet the requirements for the conditions at a particular time of night and thereby applied accordingly to roads rather than remaining at a pre-determined level. This should reduce the energy bill yet still provide the required levels of illumination on the road.

PLG08 recommends that either:

Option 1: Traffic flow should be continuousley measured in five minute periods. As the traffic flow rises, and when three consecutive five minute blocks each reach 1/12 of the hourly trigger value, the lighting levels should be increased. Similarly at night, light reduction should occur when three consecutive five minute periods are 1/12 of the hourly trigger value; or

Option 2: Traffic flow should be continouosly measured. As the traffic flow rises, when a rolling 15 minute rolling traffic count reaches ¼ of the hourly trigger value, the lighitng level should be increased. similarly at night, light reduction should occur when a 15 minute rolling traffic count reaches ¼ of the hourly trigger value.

Hourly traffic data is required to analyse in accordance with the requirements of PLG08 to identify the trigger points for each lighting section to determine the points at which a lighting class can be changed.



6. Conclusion

This report outlines the recommended street lighting strategy on the upgraded A465 Heads of the Valleys Dualling Section5 & 6 scheme; in order to achieve compliance with TD34/07 ‘Design of Road Lighting for the Strategic Motorway and All Purpose Trunk Road Networks’, CIE 115/2010 ‘Lighting of roads for motor and pedestrian traffic’, TD 22/06 ‘Layout of Grade Separated Junctions’, BS5489 ‘Code of Practice for the Design of Road Lighting – Part 1: Lighting of roads and public amenity areas’ and ‘Welsh Assembly Government Motorway And Trunk Road Lighting Policy’.

The existing A465 trunk road is partially lit with conventional High Intensity Discharge (HID) street lighting.

Through the comparison of the monetised benefits against the cost associated with the road lighting, it was found that it would not be economically worthwhile to provide any lighting on the upgraded A465 Heads of the Valleys Dualling (S5 & S6) scheme.

A summary table showing the Accident Benefit Cost, Expected Capital Costs and Benefit Cost Ratio for the scheme is shown in Table 2 of Section 2 of this report.

The proportion average of darkness PIA’s between Hirwaun Junction to Dowlais Junction are greater than the national average. It is likely that the new alignment will contribute to the reduction of the existing PIA’s without the need for providing lighting on the entire length of the scheme.

Although the result of the TA49/07 economic assessment shows that it is not economically worthwhile to provide lighting on the upgraded A465 Heads of the Valleys Dualling Section 5 & 6) scheme; in order to achieve compliance with other relevant standards outlined in Section 6 of this report, this report recommends the following:

(a) Hirwaun grade separated junction shall be fully lit in accordance with the requirements of TD34/07 C.3.14 (iii) and TD22/06 C.5.35;

(b) Lighting extents between Hirwaun and Dowlais Junctions shall be kept to a minimum due to environmental constraints.

Therefore, Dowlais Top, Croesbychan, Baverstock, A470 and Galon Uchaf grade separated junctions shall be partially lit in accordance with the requirements of TD34/07 C.3.14 (ii) and CIE 115/2010;

(c) Gaps of less than four times the stopping sight distance between lit sections are to be lit in accordance with the requirements of TD34/07 C.3.19; and

(d) The use of efficient technologies such as light emitting diodes (LEDs), Central Management System (CMS) and Traffic Demand Responsive Lighting. Installing the above technologies will achieve energy and carbon emissions saving and help protect nocturnal wildlife on this scheme.

Hence delivering the requirements of the ‘Brecon Beacons National Park International Dark Sky Reserve Lighting Management Plan’ which are preserving and protecting the night-time environment and the heritage dark skies through quality outdoor lighting.

(e) Dedicated separate feeder pillars shall be provided for the lighting of local authority roads. The feeder pillars and circuits for lighting installations shall be located within the boundaries of the relevant authority.



(f) There are drainage culverts across the scheme which has features added for mammal passage or made to specific dimensions so bats can fly through them. These would need to be kept as dark as possible.

(g) At Croesbychan Junction, there are bat roosts both sides of the junction and therefore will need to maintain the existing dark routes across the road.

(h) The Taf Fechan area is a highly sensitive area for lighting. Any lighting of the Taf Fechan NMU route would need to be lit as it is a commuting route for school children. Lighting would need to be restricted to ensure that there would be no spill into the gorge below the route whilst balancing safety needs for NMU users.

(i) Taf Fawr (River Taf to the east of the A470 junction) is particularly sensitive for nocturnal species present; therefore light spillage is not permitted into the gorge below the road.

(j) Alternative lighting technologies and operational protocols may need to be considered for NMU underpasses and overbridges within environmentally sensitive areas. Such as the have their lighting controlled by Passive Infra-Red (PIR) sensors, considering low mounted lighting columns, handrail lighting etc.



7. Standards

The road lighting economic assessment has been undertaken in accordance with the latest Highways England guidance. The following International, British and Highways England standards have been used in carrying out the road lighting assessment:

British Standards (BS) – BS 5489-1: 2013 – Code of practice for the design of road lighting – Part 1: Lighting of roads and public amenity areas;

CIE 115/2010 - Lighting of Roads for Motor and Pedestrian Traffic;

Design Manual for Roads and Bridges, Volume 8, Traffic Signs and Lighting, Section 3, TD 34/07 – Design of road lighting for the strategic motorway and all-purpose trunk road network;

Design Manual for Roads and Bridges, Volume 8, Lighting, Section 3, TA 49/07 – “Appraisal of New and Replacement Lighting on the Strategic Motorway and All Purpose Trunk Road Network”;

TD 22/06 – Layout of Grade Separated Junctions;

TD 9/93 - Highway Link Design;

Department for Transport, Web Based Transport Analysis Guidance (WebTAG) data book - Value of prevention per road accident, Unit 4.1.4 – Jan 2014;

Welsh Assembly Government Motorway And Trunk Road Lighting Policy (currently in DRAFT version 1 – 1 April 2010);

BS5489 ‘Code of Practice for the Design of Road Lighting – Part 1:2013: Lighting of roads and public amenity areas’;

PLG08 - Guidance on the Application of Adaptive Lighting Within the Public Realm’;

Brecon Beacons National Park International Dark Sky Reserve Lighting Management Plan -

http://www.breconbeacons.org/about-brecon-beacons-dark-sky-reserv;

Design Manual for Roads and Bridges, Volume 8, Traffic Signs and Lighting, Section 3, TA 49/07 – “Appraisal of New and Replacement Lighting on the Strategic Motorway and All Purpose Trunk Road Network”;

Highways England, Standards, DMRB Volume 13: Project Appraisal Report – Guidance Notes, Version 6.0;

WebTAG Databook December 2015 release v 1.4b [https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/490780/TAG_data_book_autumn_2015_final_v1.4b.xls];

DMRB Vol. 13, Section 1: COBA Manual, Part 2: The Valuation of Costs and Benefits, Chapter 7;

HM Treasury Green Book, “Appraisal and Evaluation in Central Government”;



Retail Prices Index: Jan 2016; [https://www.ons.gov.uk/economy/inflationandpriceindices/timeseries/chaw];

Unmetered Supplies Operational Charge Codes – [http://www.elexon.co.uk/reference/technical-operations/unmetered-supplies/charge-codes-and-switch-regimes/];

SPON’S, Civil Engineering and Highway Works Price Book 2010;

Design Manual for Roads and Bridges, IAN 167 – “Guidance for the Removal of Road Lighting”;

Department for Transport, Web Based Transport Analysis Guidance (WebTAG) - The Estimation and Treatment of Scheme Costs TAG Unit 3.5.9 - August 2012

- http://www.dft.gov.uk/webtag/documents/expert/unit3.5.9.php

HM Revenue & Customs, Carbon price floor: reform and other technical amendments;



Appendix A – Comparison LED vs HPS

Proposed HPS installation:

Column Lamp Type

Lamp Burn Hours Units

Annual Energy cost (incl. 3% inflation)/ £

Lighting Column

SONT+ 150W

4,090 300 (incl.20% additional HID lanterns)

£28,452

Lighting Column SONT+ 250W

4,090 118 £19,004

Total Annual Energy Cost £47,456

Total 25 year Energy Cost incl. 3% inflation £1,186,400

25 year Tonnes CO2e 528

Cost of 25 year Tonnes CO2 cost incl. 3% inflation £9,503

Proposed LED Non CMS option:

Column Lamp Type

Lamp Burn Hours Units

Annual Energy cost (incl. 3% inflation)/ £

Lighting Column 130 W 4,090 250 £19,385

Lighting Column 173 W 4,090 118 £12,176

Total Annual Energy Cost incl. 3% inflation £31,561

Total 25 year Energy Cost incl. 3% inflation £789,025

25 year Tonnes CO2e 351

25 year Tonnes CO2 cost incl. 3% inflation £6,320



Appendix B – TA49 Assessment

No. years accident Data = 5 years. WebTAG cost per collision = £103,189. Lighting arrangement = Verge. Traffic Management and civils works included.

From To No. Dark

Accidents for analysis

Dark Accidents per year

Annual additional

collisions if no lighting

Annual cost of

additional collisions

30 year cost of

additional collisions

30 year Lighting Cost

BCR Ratio

Start Hiwann 5 1 0.124 £12,795 £383,863 £962,500 0.40

Hirwaun Trewaun 3 0.6 0.0744 £7,677 £230,318 £825,000 0.28

Trewaun Croesbychan 2 0.4 0.0496 £5,118 £153,545.23 £1,017,500 0.15

Croesbychan Baverstock 3 06 0.0744 £7,677 £230,317.85 £1,567,500 0.15

Baverstock A470 4 0.8 0.0992 £10,236 £307,090.46 £1,182,500 0.26

A470 Galon Uchef 2 0.4 0.0496 £5,118 £153,545 £330,000 0.47

Galon Uchef Dowlais 8 1.6 0.1984 £20473 £614,181 £1,705,000 0.36

Dowlais End 5 1 0.124 £12,795 £383,863 £1,292,500 0.30



Appendix C – Designer’s Lighting Level Assessment

Road

Description

Traffic

Category

/ Speed

Traffic

Count

(Proposed

AADT

2033)

Junction

Density

Traffic

Controlled

Traffic

composition

Ambient

Luminance

Visual

guidance

Lighting

classes

to BS

5489-1 &

BS EN

13201-2

Hirwaun

mainline -

Dual

carriageway

> 40 Low to

moderate =

29784

High =

<3km

- Motorized Moderate Moderate M3

Hirwaun Slip

Roads

≤ 40 Low to

Moderate =

13656

- - Motorized Moderate Moderate M4

Hirwaun

Junction

- - - No - - - C32

Trewaun

Bridge

≤ 40 Low to

Moderate =

7824

- No Motorized Moderate Moderate C32

Croesbychan

Junction

≤ 40 Very low =

3024


Baverstock

Junction

≤ 40 Low to

Moderate =

12864


A470

Junction

≤ 40 Low to

Moderate =

27072


Galon Uchef

Junction

≤ 40 Low to

Moderate =

9744

- No Mixed Moderate Moderate C32

Dowlais

slip road

≤ 40 Low to

Moderate =

8376

- - Motorized Moderate Moderate M42

2 Existing tie-ins are assumed to be lit to a max. C2 class.

A465 Heads of the Valleys Sections 5 and 6: Dowlais Top to Hirwaun Street Lighting ...bailey.persona-pi.com/Public-Inquiries/A465-English/6... · 2018-03-22 · Street Lighting Strategy

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