Страница 2: ДСТУ CEN/TR 13201-1:2016. Road lighting — Part 1: Guidelines on selection of fighting classes (62747)

^a The values stated in the column are an example. Any adaptation of the method or more appropriate weighting values can be used instead, on the national level.

When the layout of the road does not permit the evaluation of the road surface luminance, following the conventional rules described in EN 13201-2, classes C shall be adopted.

For drivers of motorised vehicles at low speed on shoulder or parking lanes classes P shall be adopted.

5. Lighting classes for conflict areas (C)

The lighting classes C are intended for use on conflict areas on traffic routes where the traffic composition is mainly motorised. Conflict areas occur wherever vehicle streams intersect each other or run into areas frequented by pedestrians, cyclists, or other road users. Areas showing a change in road geometry, such as a reduced number of lanes or a reduced lane or carriageway width, are also regarded as conflict areas. Their existence results in an increased potential for collisions between vehicles, between vehicles and pedestrians, cyclists and other road users, and/or between vehicles and fixed objects.

For conflict areas, luminance is the recommended design criterion. However, where viewing distances are short and other factors prevent the use of luminance criteria, illuminance may be used on a part of the conflict area, or the entire area if the luminance criteria cannot be applied to the whole area. The correspondence between luminance and average horizontal illuminance depends on the lightness of the road surface, as represented by the Q0 value of that surface. Table 2 gives comparable M and C classes for various values of QQ for the road surface.

Table 2 — M and C lighting classes of comparable lighting level for different values of Q0 for the road surface

As the lighting classes C are intended for the same users as the lighting classes M, Table 2 shall primarily be used for the determination of a lighting class C to be applied to a given conflict area. The conflict area should as a minimum have a lighting level no lower than that of the highest lighting class used for the connecting road or roads. However, it is recommended that the lighting class used for the conflict area should normally be one step higher than the highest lighting class used for the road or roads leading to the conflict area (e.g. М2 instead of М3). This will not be possible where the entrance roads are lit to Class M1. In this case, the conflict area should also be lit to class M1.

Row 1 of Table 2 gives the M classes from which the highest lighting class used for the road or roads leading to the conflict area are selected. The equivalent illuminance C class is then taken from the same column dependant on the Q0 value shown in column 1. The actual C class to be used in the conflict area is recommended to be one step higher than the equivalent class so determined.

For certain conflict areas e.g town and city centres or if specific national requirements apply Table 3 can be used for the determination of a lighting class C for the conflict area. If there is no lighting on a road or roads leading to the conflict area Table 3 can also be used to determine a lighting class C for the conflict area.

If Table 3 is used for the determination of a lighting class C to be applied to a given conflict area the appropriate weighting values (VW) have to be selected and added to find the sum of the weighting values (VWS). The number of the lighting class C is then calculated as:

Number of lighting class C = 6 - VWS

Careful selection of appropriate weighting values in Table 3 will yield class numbers between 0 and 5. If the sum of the weighting values (VWS) is < 0 the value 1 shall be applied. If the result C is < 0 the lighting class CO shall be applied.

The application of classes C depends on the geometry of the relevant area, e.g. roundabout and traffic circumstances. Further guidelines are defined at national level for each country in the national code of practice for road lighting.

Table 3 — Parameters for the selection of lighting class C

^a The values stated in the column are an example. Any adaptation of the method or more appropriate weighting values can be used instead, on the national level.

5. Lighting classes for pedestrian and low speed areas (P)

The lighting classes P are intended predominantly for pedestrians and cyclists for use on footways and cycleways, and drivers of motorised vehicles at low speed on residential road, shoulder or parking lanes, and other road areas lying separately or along a carriageway of a traffic route or a residential road, etc.

The visual tasks and needs of pedestrians differ from those of drivers in many respects. Speed of movement is generally much lower and relevant objects to be seen are closer than those important for drivers of motorised vehicles. This is reflected in the parameters and associated options for the selection of a lighting class P for a pedestrian or low speed area as listed in Table 4.

The application of these classes depends on the geometry of the relevant area and the traffic and time dependant circumstances.

For the determination of a lighting class P to be applied to a given situation with a specific traffic composition the appropriate weighting values (VW) have to be selected and added to find the sum of the weighting values (VWS). The number of the lighting class P is then calculated as:

Number of lighting class P = 6 - VWS

Careful selection of appropriate weighting values in Table 4 will yield class numbers between 1 and 6. If the sum of the weighting values (VWS) is < 0 the value 0 shall be applied. If the result P is = 0 the lighting class P1 shall be applied.

This document does not give guidelines on the selection of lighting classes HS, SC and EV. The decision on whether these classes should be used for pedestrians and low speed areas is defined in the national road lighting policy and the code of practice for road lighting. This varies by country or municipality. Specific guidelines on the selection of lighting classes HS, SC, EV and the use of facial recognition parameter are available at national level for each country.

Table 4 — Parameters for the selection of lighting class P

The values stated in the column are an example. Any adaptation of the method or more appropriate weighting values can be used instead, on the national level.

^b Specific guidelines on use of facial recognition parameter are defined at national level for each country.Annex A
(informative)

Examples for M and P lighting classes

A.1 Examples for lighting class M

Urban motorway with separate carriageways, Table A.1.

Time dependent change of traffic volume only, four time intervals (At1, At2, At3 andAt4) considered; e.g. from switch on time until end of evening rush hour (At1), from end of evening rush hour until midnight (At2), from midnight until begin of morning rush hour (At3), and from begin of morning rush hour until switch off time (At4).

For the determination of the lighting class M to be applied the weighting values for the different parameters have to be added for each of the time intervals considered. The maximum value of the sum of the weighting values (here VWS, max = 4) is used to calculate the number of the normal lighting class M as 6 - VWS = 2 to be applied (М2). The minimum value of the sum of the weighting values (here VWS, min = 2) leads to the adaptive lighting class M4 which could be applied in terms of the average luminance level in the time interval At3, whereas for the time interval At2 the adaptive lighting class М3 could be applied. It is important to note that the changes to the adaptive lighting class should only affect the average luminance levels and not the other requirements.

Table A.1 — Time dependent selection of parameters - lighting class M