Lighting Journal March 2016

LIGHTING

JOURNAL The publication for all lighting professionals

LOCAL HEROES: could English devolution kick-start a renaissance in infrastructure investment?

WALK THIS WAY: feature lighting has made a new bridge in Reading that little bit special

DARK MATTERS: de-illumination versus road safety

March 2016

LIGHTING JOURNAL

Contents

March 2016

01 04

KNOWLEDGE ECONOMY

LOCAL HEROES

Infrastructure investment is at the heart of the government’s drive to devolve powers to local authorities. So will this be good news for infrastructure lighting projects?

Quite possibly, argues Mark Smulian

The government’s apprenticeship ‘levy’ and ‘trailblazer’ reforms will profoundly change how apprenticeships work from 2017. Nic Paton looks at what we know so far about the ‘payroll tax’ and other changes

LEVEL HEADED

34

REVISION GUIDE

12

TEST TUBES

38

LEGAL ISSUES

16 18

22

26

30

30

08

4

12

EDITORIAL

Currently there is minimal linkage between lighting standards and guidance documents for highway lighting and those for the lighting of level crossings, writes Alan Jaques.

This needs to change if risk is to be properly minimised

Transport for London has put lighting at the centre of a new design vision for its London Underground tube stations

40

HIGHWAYS AGENCY

42

MERCURY RISING

44

CONSULTANTS

46

LIGHTING DIRECTORY

WALK THIS WAY

Architectural feature lighting is a key element of a new pedestrian cycle bridge linking Caversham and Reading in Berkshire, explains Phil Gray

ROAD SENSED

Reactive, dimmable, sensor-controlled road lighting could save a fortune on energy. But there are important obstacles to be overcome, as Iain Macrae outlines

DARK MATTERS

Changes to the regulations have given local authorities and asset owners the option to de-illuminate certain signs and bollards, so making obvious savings.

But could this be at the expense of road safety? Rebecca Hatch investigates

Major revisions of the international standards ISO 9001 and ISO 14001, plus the launch of a new IECQ certification scheme specifically for LED lighting have all had implications for the lighting industry supply chain, explains Michael Venner

48

Amid ongoing debate around motorway de-illumination, it is up to lighting professionals to continue to make a robust case for good lighting design and practice, argues Alan Jaques

The transition from medium-pressure to high-pressure mercury lamps was not straightforward, with manufacturers having to overcome a series of challenges along the way, as Simon Cornwell discovers

DIARY

IDENTITY CRISIS

When manufacturers cut R&D corners, it is often lighting designers who get called in. Rushing products to market is bad for clients, but also poses a threat to the lighting designer who has saved the day, says Sam Neuman

Cover picture – The Lowry, Pier 8 at Salford Quays, Greater Manchester. Manchester is pioneering English devolution

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Editorial Volume 81 No 3 March 2016 President Elizabeth Thomas BSc(Eng) CEng FILP Chief Executive Richard G Frost BA(Cantab) DPA HonFIAM Editor Nic Paton Email: nic@cormorantmedia.co.uk Editorial Board Tom Baynham MEng MA (Cantab) Emma Cogswell IALD Mark Cooper IEng MILP Graham Festenstein CEng MILP MSLL IALD John Gorse BA (Hons) MSLL Alan Jaques IEng MILP Nigel Parry IEng FILP Richard Webster Designed by Julie Bland Email: julie@matrixprint.com Advertising Manager Andy Etherton Email: andy@matrixprint.com Published by Matrix Print Consultants on behalf of Institution of Lighting Professionals Regent House, Regent Place, Rugby CV21 2PN Telephone: 01788 576492 E-mail: info@theilp.org.uk Website: www.theilp.org.uk Produced by

Matrix Print Consultants Ltd Unit C, Northfield Point, Cunliffe Drive, Kettering, Northants NN16 9QJ Tel: 01536 527297 Email: gary@matrixprint.com Website: www.matrixprint.com

Whatever your views may be on chancellor George Osborne politically, there’s no getting around the fact that his plans for local government devolution in England are ambitious, even potentially visionary.

Much of the rhetoric, and indeed much of the media focus, has been on Mr Osborne’s undoubtedly catchy soundbite of creating a ‘Northern Powerhouse’, one driven by powerful, elected metropolitan mayors, with Greater Manchester providing the template.

But, as Mark Smulian highlights in this edition, while the north is certainly leading the agenda here – with ‘devo deals’ at various stages across Yorkshire, the north east and Liverpool – this is very much an England-wide phenomenon. Progress is more advanced in some regions than others, but the process is taking root in the Midlands (west, north and south) and in the south west, among others.

What this will mean in terms of the appetite for investment in infrastructure projects – including infrastructure lighting projects – is, understandably, less clear-cut at this early stage. But, as Mark argues, the runes so far appear to be positive. Devolution has the potential at least to unlock budgets at a local level as well as to generate larger contracts and economies of scale, all of which in turn could generate welcome opportunities for lighting professionals.

There’s another element, too, of this local government revolution that could yet be positive for lighting professionals, the role of local government pension funds. Last autumn Mr Osborne (him again) announced plans for a new infrastructure blueprint for the UK, a new National Infrastructure Commission and the creation of half a dozen ‘British Wealth Funds’, essentially a number of local government pension funds pooled together, with an express remit to invest in infrastructure.

No one is suggesting local authorities are suddenly, after years of austerity and cost cutting (not least within in-house lighting teams), going to be able to turn around and spray money left, right and centre at expensive infrastructure projects.

But what is clear is there is a real opportunity bubbling away here. With the political direction of travel now firmly set for at least the next five years, it is one lighting professionals could do well to grasp with both hands.

Nic Paton Editor

© ILP 2016 The views or statements expressed in these pages do not necessarily accord with those of The Institution of Lighting Professionals or the Lighting Journal’s editor. Photocopying of Lighting Journal items for private use is permitted, but not for commercial purposes or economic gain.

Reprints of material published in these pages is available for a fee, on application to the editor.

Lighting Journal March 2016

4 Infrastructure lighting: the devolution debate

LOCAL HEROES

Leeds Civic Centre: councils in Yorkshire are at various stages of devolution

Lighting Journal March 2016

Infrastructure lighting: the devolution debate 5

Infrastructure investment is at the heart of the government’s drive to devolve powers to local authorities. So will this be good news for infrastructure lighting projects? Quite possibly, argues Mark Smulian

I

t’s one thing getting an infrastructure project ready from the technical perspective, but quite another negotiating it through the swamps of local authority finance and government permissions.

Anyone who has encountered the dreaded phrase ‘it just needs DfT approval’ will surely sympathise with the wave of devolution now sweeping through England – even Whitehall has recognised that keeping central control over local spending decisions is pointless and holding back growth.

Infrastructure projects lie at the heart of the drive for devolution being led by chancellor George Osborne because of their potential to deliver growth and jobs relatively rapidly.

So keen is Mr Osborne (or desperate, depending on one’s politics) to see tangible economic growth that he wants to remove any apparent barrier.

And he sees better infrastructure – roads, rail, airports, homes – as vital both to the construction industry and its suppliers, and of course to other industries that might generate growth by using it.

Since most highway schemes and some public realm ones will need lighting, devolution is something the industry needs to be up to speed with, as it may mean demand comes faster than expected and in larger contracts aggregated across multiple council areas.

Every little helps, as they say.

According to the Local Government Association, for every £1 of council tax collected by councils in 2019-20, 60p will be spent on care services and a mere 5p on road maintenance and street lighting.

According to Tarmac’s Infrastructure

Outlook report of autumn 2015, there is strong support in the construction industry for greater devolved powers for infrastructure delivery to help rebalance the regional economy, though it warned against devolution creating ‘additional layers of bureaucracy’.

Among those responding to Tarmac, 72% supported the idea of local government making decisions about infrastructure projects. Agreement was even stronger among businesses predominantly outside London and the south east, with 78% agreeing.

It found 61% of respondents had ‘confidence that devolution of local government will help in the delivery of local infrastructure projects’.

So, what is this all likely to mean for investment in infrastructure and, of course as a result, the likely appetite in turn for investment in infrastructure lighting projects?

ECONOMIES OF SCALE Justin Ward, policy officer at the Chartered Institute of Highways & Transportation, argues: ‘Devolution does offer the opportunity to get things done quicker through using local powers, though it’s obviously early days.

The move to LED is likely to become faster as the size of projects can increase with devolution to give economies of scale.’

Mr Ward points out that large contracts that can be used by multiple councils are now the norm in London, and this approach could be expected to spread to other devolved areas.

To get a sense of how devolution may change things on the ground, it’s also important to understand the different stages that various parts of the country are actually at when it comes to devolution.

The first devolution deal came in Greater Manchester in 2014. This was no accident. The conurbation’s 10 boroughs had long collaborated, and had long pressed to take powers from central government.

Ministers have handed over a long-term budget for a modern, betterconnected transport network, including powers over bus services, new planning powers to encourage regeneration and control of investment through an ‘earn back’ fund, which pays out if the region hits economic growth targets.

There is also a Greater Manchester Land Commission, which will examine how the entire public estate in the conurbation could be better used.

Greater Manchester’s council leaders – who are due to be joined by an

elected regional mayor in 2017 – have gained control of infrastructure funds previously disbursed by the Department for Transport (DfT). No more will local highway schemes there be worked up only to vanish into Whitehall before being rejected on apparently spurious grounds.

Other conurbations have looked on enviously at Greater Manchester, but progress has been patchy.

In all cases, successful devolution bids (see panel on page seven) have sought powers over transport and infrastructure spending, though other requests have covered everything from health services to control over lottery funds.

TRANSPORT INVESTMENT All the deals so far agreed include devolution of myriad national transport funds, but deliberately differ slightly.

This is because devolution is supposed to reflect local needs and circumstances and therefore the government has not set a one-size-fits-all package but has negotiated them separately.

One crucial advantage Greater Manchester enjoyed was that no one disputed its boundaries.

But elsewhere, things have not been so clear-cut. A very limited devolution deal was agreed last year for West Yorkshire Combined Authority (WYCA).

But a full-scale one covering the entire Leeds travel-to-work area needed to include the North Yorkshire districts of Craven, Harrogate and Selby. North Yorkshire County Council declined to cede its highways and transport powers for these areas to the WYCA, which has led to an unresolved impasse.

The move to LED is likely to become faster as the size of projects can increase with devolution to give economies of scale

Lighting Journal March 2016

6 Infrastructure lighting: the devolution debate Sheffield City Region, based on South Yorkshire plus adjacent districts Bassetlaw, Bolsover, Chesterfield, Derbyshire Dales and North East Derbyshire, fared rather better. Its devolution deal includes a consolidated transport budget, franchised bus services and the identification of a key route network of roads to be managed and maintained at city region level. There will also be region-wide planning powers and the creation of a National Institute for Infrastructure in Doncaster.

The north east agreed a devolution deal for the Tyne & Wear conurbation plus Durham and Northumberland and received similar powers to South Yorkshire, plus the right to levy supplementary business rates to fund infrastructure.

Neighbouring Tees Valley gained the consolidated transport budget, a fund for a ‘30-year programme of transformational investment’ and a commission to investigate development of public land.

The Liverpool City Region eventually overcame Merseyside’s perennially acrimonious local politics to strike a devolution deal. It too will get a consolidated transport budget, powers over strategic planning, and £30m a year to exploit economic opportunities presented by a combination of its ‘Superport’ regeneration project and the HS2 rail line.

West Midlands was long the odd conurbation out because of interminable disputes about who would join.

Should it just be the conurbation (in other words Birmingham, Dudley, Sandwell, Coventry, Solihull, Walsall, Wolverhampton)?

Or should Warwickshire join (only parts did)? Should Telford & Wrekin (it refused to, but then did)? Should the adjacent districts join (Cannock Chase, Redditch, Nuneaton & Bedworth, Tamworth and Stratford-upon-Avon did, but not the rest)?

The West Midlands eventually got its devolved transport budget, responsibility for a key route network of roads and a commitment to support extensions to the Midlands Metro light rail system.

It’s not just the big urban areas that are trying to get in on the game. New powers for the conurbations raised hackles in England’s counties, which argued they accounted for a large slice of the national economy (and for the lion’s share of its road network) and should gain devolved powers too.

The first was Cornwall, whose distinct identity and remote location made it a reasonably easy deal to do.

Next is likely to be ‘North Midlands,’ essentially the counties of Derbyshire and Nottinghamshire and their districts, together with the cities of Derby and

Manchester Town Hall: a mayor is due to be elected in 2017

Lighting Journal March 2016

Nottingham, so long as no boundary dispute arises with the Sheffield City Region.

Bids of varying degrees of detail and realism have been made by many other areas and most parts of England have a devolution bid at some stage of preparation.

A different approach has been taken in the south Midlands, where Oxfordshire, Buckinghamshire, Northamptonshire, Milton Keynes, Bedford, Luton and Central Bedfordshire have combined to seek joint powers over transport infrastructure but will not yet seek further devolution.

QUICKER DECISIONS So, will all this mean infrastructure projects being brought forward faster because Whitehall bureaucracy has been swept away and contracts can therefore be aggregated across larger areas?

Matthew Lugg, director of public services at consultant Mouchel and formerly director of highways and transportation at Leicestershire County Council, argues one of the benefits of devolution – and one of the reasons why the government is so keen on it – is that it brings with it the possibility of larger contacts and economies of scale.

Devolution should mean, at least in theory, that contracts can be packaged

Infrastructure lighting: the devolution debate 7 across a larger area (for example the whole of Greater Manchester not just a single borough) so giving economies of scale. It could also accelerate the shift to LED because of the need for lower energy consumption and the recognition this transition is not just viable but increasingly necessary.

‘Devolved bodies can take decisions more quickly, as in the past there were long processes for DfT approval and box checking that was a source of frustration at highway authorities, as it largely duplicated what they did,’ Mr Lugg says.

Because contracts may also be bigger as a result, it’ll mean more likelihood of framework contracts being used for, say, highway repairs (and associated street lighting) that allow for contractors to be ‘called off’ (or appointed) from the framework rather than having to tender job-by-job from scratch.

Major highways contractors will often have street lighting in their supply chain ‘and at least in theory you have people ready to work once a project starts and they can be engaged even while design is in progress’, Mr Lugg points out.

A lighting column can of course be versatile. Graham Colclough, a member of the UK Ministerial Smart Cities Forum, says: ‘In addition to lights there’s also the data that lampposts can collect – the “smart” bit that it’d be good if it went along with the LED upgrade. Alas, all too often cities go for the obvious energy/maintenance savings and forget the “smart” potential.’

Lighting must, of course, compete with other services for funds for upgrade works.

‘That is where the devolution agenda gets interesting,’ Mr Colclough says.

‘The extent to which local decision makers can “aggregate demand” to present a far more attractive scale proposition to the supply market, and as a result get something better, cheaper, and hopefully faster.’

Devolution is an idea whose political time has come. If it works, there could be more money locally for highways and lighting infrastructure and more rapid decisions on spending it. For lighting professionals, therefore, devolution – both George Osborne’s ‘Northern Powerhouse’ and more widely – could bring with it potentially a profound and positive change. Watch this space.

Mark Smulian is a journalist who specialises in writing on local government, transport, housing, construction, planning and regeneration

Sheffield City Council: South Yorkshire is pressing ahead with devolution

Devolution deals – progress so far

Devolution deals already done Greater Manchester West Midlands North East Tees Valley Liverpool (Merseyside) Sheffield (South Yorkshire) Leeds (West Yorkshire) Cornwall

Devolution deals – places to watch Essex Derbyshire/Nottinghamshire Gloucestershire Hampshire

Lighting Journal March 2016

8 Infrastructure lighting: highways and railway crossings

LEVEL HEADED

Currently there is minimal linkage between lighting standards and guidance documents for highway lighting and those for the lighting of level crossings, argues Alan Jaques. This needs to change if risk is to be properly minimised

Lighting Journal March 2016

Infrastructure lighting: highways and railway crossings 9

I

t’s the most obvious place where the highway meets infrastructure, it’s also the place where most people are killed on the railway network – and it’s called a level crossing.

It may seem obvious, but it’s worth looking at the official definition of what a level crossing is. According to the Office of Rail Regulation (ORR) the defined term is: ‘A level crossing is where a railway line is crossed by a road or right of way without the use of a tunnel or bridge.’

The law applying to level crossings has evolved over the past 160 years, but there are two main acts of law that cover lthem.

Firstly, there is the Health and Safety at Work Act 1974, which places a duty on employers to secure the health, safety and welfare of employees, as well as protecting the general public against risks to health or safety arising out of work activities. Secondly, there is the Level Crossings Act 1983. This authorises the Secretary of State for Transport to make level crossing orders for the protection of those using a level crossing. This function is usually performed by the ORR on behalf of the Secretary of State.

The ORR states that Great Britain’s level crossings are among the safest in Europe, but they still pose a significant rail safety risk to the public. The ORR wants the rail industry to close level crossings, however where this is impracticable it is pushing the industry to deliver innovative solutions, such as implementing new technology to make the crossings safer.

In Great Britain there are approximately 8,000 level crossings, of which around 6,500 are managed by Network Rail. The remainder are located on heritage railways, metro systems and industrial railways.

ACCIDENT RISK Again according to the ORR, level crossings account for nearly half of the catastrophic train accident risk on Britain’s railways. The ORR believes the safe design, management and operation of level crossings can reduce this risk, have a positive effect on behaviour and so reduce the number of fatal and serious incidents.

Level crossings come in many forms, depending on whether they are located on public or private roads and whether they are for vehicle, horse or pedestrian use. The appropriate protection arrangements will vary depending upon the crossing location, for example in close proximity to road junctions, the level of usage and the type of railway traffic.

An important factor in assuring safety at level crossings is providing, so far as circumstances permit, a consistent appearance for road and rail users of any crossing. To achieve this several ‘standard’ level crossing types have been developed over the years.

These standard level crossing types range from foot crossings between platforms at some stations, to open crossings that have no traffic warning lights just signage, to gated crossings operated by railway staff, through to automated barrier crossings. Barrier crossings are one of the most common types of crossing, however these come in a variety of versions from ones operated by railway staff to others that are automated and have obstacle detection.

The type of level crossing has an impact upon the maximum permitted train speed at the crossing. At an ‘Automatic Barrier Locally Monitored’ crossing the train driver must ensure the crossing is clear before passing over it; this limits the train speed to a maximum of 55mph. Even though ‘Automatic Half Barrier Crossings’ look virtually the same they have a maximum permissible train speed of 100mph.

Trains stopping distances can be considerable. The maximum retardation on a level track, which it is considered desirable not to exceed in order to reduce the possibility of wheel slide, for a freight train travelling at 30mph is 155m; for a passenger train at 60mph the distance increases to 350m and a freight train travelling at 75mph the figure is around 492m. With their significant stopping distances, it is vital a train driver is able to clearly see the level crossing day or night.

MODELLING AND PREVENTION There is therefore significant risk around levels crossings, and the ORR has recently updated its Level Crossings Risk Management Toolkit (Railway Guidance Document RGD2010-09) to take into account accident investigation, the latest research and best practice, together with innovations and new technologies.

Nationally, the modelled risk by event and user provides the following: pedestrian being struck by a train at 58% and road vehicle occupants in collision with trains at 29%. In 2013/14 there were eight fatalities (excluding suicides) at level crossings within Great Britain. In addition, there were five major injuries and 51 minor injuries. There were 10 vehicles that were hit by trains.

In the 10 years to March 2014 there were 97 fatalities, again excluding suicides, at level crossings – with suicides being excluded as they skew the figures. However, it is worth noting that in the same period there were an additional 256 suicides on level crossings. Additionally, there were 123 collisions between trains and road vehicles.

With their significant stopping distances, it is vital a train driver is able to clearly see the level crossing day or night When looking at the accident statistics let’s not forget the train driver. It’s a traumatic experience for them to be involved in an accident and in the financial year 2013/14 there were 15 cases of shock and trauma affecting drivers following accidents.

Collisions are one element, however there is also the issue of near misses. Each year there are around 35 near misses involving road vehicles and a further 70 with pedestrian and cyclists. Both accidents and reported near misses with road vehicles tend to occur in the late morning and early afternoon. Accidents involving pedestrians tend to occur a little later in the day, although for the past few years the peak hour for pedestrian fatalities has been between 10am and 11am.

None of this would seem to indicate that improved lighting would make the level crossings inherently safer. However, there is an anomaly regarding the correlation between the accidents, near misses and the time of day. Accidents and reported near misses tend to occur at broadly similar times of the day. The main exception to this is that a higher proportion of pedestrian and cyclist fatalities occurs later in the evening (9pm to 1am) than would be anticipated from near miss reporting. One explanation is that many near misses go unseen, and therefore unreported, during the hours of darkness.

Lighting Journal March 2016

10 Infrastructure lighting: highways and railway crossings LIGHTING STANDARDS Now that a link has been established between lighting and the safety at level crossings, it’s beneficial to review the lighting standards at the highway/rail interface.

As level crossings are under the ownership of Network Rail, the UK road lighting standard BS5489-1 2013 is silent on providing any guidance for the lighting level crossings, except for a note referencing Part 2, Section E of the Health and Safety Executive’s publication Railway Safety Principles and Guidance.

Additionally, there is no reference to any lighting requirements for the highway approach to a level crossing.

Within paragraph 7.8.3, which is titled ‘Lighting in the vicinity of railways’, guidance is provided regarding glare and the siting of lighting columns on the highway so that in the event of a collision they do not fall onto the railway.

Should the highway approach to a level crossing be classed as a conflict area? The ILP’s Professional Lighting Guide PLG02 entitled The Application of Conflict Areas on the Highway contains a definition on what a conflict area is.

This is: ‘Conflict areas are typically junctions, intersections, roundabouts and pedestrian crossing, where significant streams of motorised traffic intersect with each other, or with other road users such as pedestrians and cyclists.’

The definition contains no reference to level crossings, meaning it therefore comes as no surprise that the document doesn’t contain any guidance on the lighting of approaches to level crossings.

The HSE’s Rail Safety Principles and Guidance Part 2, Section E does, however, contain two paragraphs that reference the lighting of level crossings. These are, first, paragraph 29, which states: ‘Where trains run after dark, illumination of the crossing may be provided to ensure its safe operation. If the road approaches to a crossing are lit, the crossing should be illuminated to at least the same standard. Any lighting should not cause glare to either road users or train drivers, interfere with the visibility of railway signals nor cause avoidable annoyance to local householders.’

Then, second, paragraph 30 states: ‘At crossings which are locally monitored by the driver of the approaching train, additional lighting may be necessary to enable the train driver to see that the crossing is unobstructed from the point at which the driver may have to brake the train.’

These two paragraphs allow for level crossings to be illuminated under certain circumstances and place some controls on the lighting design with regards to glare and obtrusive light. However, there is no guidance on lighting levels or other quality values for the designer to work to.

There are a group of documents called Network Rail Standards, and NR/L2/SIG/30017 Issue 2 covers the requirements for level crossings, with the current version issued on 3 September, 2011. Module H of this document covers the lighting and CCTV requirements at level crossings.

APPROPRIATE DESIGN This module covers a number of general requirements that a lighting designer would need to be aware of, namely: • A crossing where safe operation relies on the train driver seeing that the crossing is clear, and which is used by road vehicles shall be illuminated if trains run after dark.

• Any light source that adversely affects the operation of a CCTV camera shall not be used within the field of view of a CCTV system.

Lighting Journal March 2016

Measurement at usable area of level crossing at a height of 1m from ground level

Network Rail requirements in accordance with NR/L2/ SIG/30017/H

Horizontal illuminance at a height 1m from ground level

Minimum illuminance – 20 lux Uniformity (min/ave) – 0.4 Diversity (min/max) – 0.2

Illuminance for observer CCTV camera

Minimum illuminance – 4 lux Uniformity (min/ave) – 0.2 Diversity (min/max) – 0.15

Illuminance for observer from signal box

Minimum illuminance – 4 lux Uniformity (min/ave) – 0.2 Diversity (min/max) – 0.1

Module H table of lighting levels

• Lighting shall not cause significant levels of glare to road users, train drivers or signallers and others operating the crossing.

• Lighting shall not interfere with the visibility of signals or the train driver’s ability to distinguish the signal aspects displayed. Consideration shall be given to the need to prevent avoidable annoyance from lighting to local residents.

• If the road approaches to a crossing are illuminated, the crossing shall be illuminated to at least the same standard.

The last requirement places an onus on the designer of the level crossing lighting to consider the highway lighting and design the crossing lighting to an appropriate standard.

Module H also includes a table of lighting levels, uniformities and diversities for horizontal illuminance, the illuminance for the observer CCTV camera and the illuminance for the observer signal box. An extract of these requirements is shown above.

Care needs to be taken when the designer is comparing the lighting levels on the highway approach to that of the requirements to provide suitable horizontal illuminance on the level crossing, since the calculation plane for the level crossing is 1m above ground level compared to ground level with the highway lighting.

I would suggest the highway authority is always contacted by the level crossing lighting designer to ascertain the lighting class the highway approach has been lit to.

The siting of lighting apparatus to illuminate the level crossing can be challenging because of the physical constraints imposed by the other rail apparatus in the vicinity, whilst providing the appropriate clearances and achieving the lighting criteria.

Currently there is minimal linkage between the lighting standards and guidance documents for highway lighting and the lighting of level crossings. This is despite the fact that interface between the highway and the railway is acknowledged as being a high risk area.

Finally, I would suggest the situation would be much improved if the highway approach lighting and the level crossing lighting were treated as single system of lighting.

To achieve that, the standards would need to use similar evaluation criteria and cross reference each other. This may take some time for the appropriate authorities to draft and agree, however it would be a step in the right direction and help to fulfil the ORR’s objective of making level crossings safer.

Alan Jaques is practice manager, Lighting Systems at Atkins and the ILP’s Vice President, Infrastructure

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12 Infrastructure lighting: projects

TEST TUBES Transport for London has put lighting at the centre of the design vision for its new-look London Underground tube stations

B

ack in December, Transport for London unveiled a set of nine design principles that, it argued, would underpin the future look and feel of London Underground stations.

The so-called London Underground Station Design Idiom (LUDI) was developed with design company Studio Egret West. It is intended to ensure its stations have a clean and uncluttered feel (at least in design terms rather than, say, at the height of rush-hour), are welcoming and comforting and yet do not lose the network’s sense of heritage and consistent design.

Lighting Journal March 2016

Infrastructure lighting: projects 13

The nine principles were: • Achieve balance across the network • Look beyond the Bostwick Gates (the security gates you sometimes see across station entrances) • Consider wholeness • Prioritise comfort for staff and customers • Delight and surprise • Use materials to create atmospheric spaces • Create ambience with lighting • Integrate products and services • Prepare for the future Clearly, for lighting professionals, it is the ‘create ambience with lighting’ principle that is of most interest, and lighting designer Nulty+ has been working with Studio Egret West to look at how this principle might be delivered in practice on the ground.

It was appointed to look at how lighting could be better used to create ambience across the stations, with a remit to focus on positively transforming the passenger environment and improving the sense of space while at the same time, of course, maintaining safety and functionality. g

Lighting Journal March 2016

14 Infrastructure Architectural lighting: lighting:projects projects g

UNIFORMITY OF DESIGN Historically, London Underground’s stations have been designed to a high level of uniformity. While this has meant there is control and regularity with the design, it has also sometimes led to overly lit spaces.

Nulty+’s proposed solution has been to build up layers of light so as to aid passenger flow and define important areas.

This has been achieved by increasing contrast and average light levels (to a small extent) as well as improving the application of vertical illuminance. By overlapping several layers of light, new colour temperatures have been introduced that are designed to radiate warmth across the spaces.

The new lighting scheme more clearly defines platform edges, entrances and exit points and accentuates the curves of the tunnels. This, Nulty+ has argued, will help to create atmosphere, will highlight start and end points more effectively and so give greater rhythm and definition to the wide and tunnelled spaces.

With the requirement that only energy efficient and

sustainable lighting be used, Nulty+ evolved the Category 1 standard to relax the demands for uniformity and so increase light levels over specific areas to create greater contrast.

As yet, implementation of the new design idiom is at an early stage. TfL is currently working on overhauling Embankment station, which is set to be the first station to showcase the new idiom designs.

Other stations, such as Battersea Power Station and Nine Elms on the Northern Line extension, will also be built using the idiom.

The intention is that the new design will gradually be rolled out and incorporated within older tube stations, and stations currently undergoing work will include at the very least elements of the design idiom.

Paul Nulty, Nulty+ Founder, said: ‘Lighting is a key element of the Idiom and, when applied properly, can transform a station. Using layers of light will create spaces that are safe and functional but that will also add excitement and drama.’

By overlapping layers of light, new colour temperatures have been introduced that are designed to radiate warmth across the spaces

The escalator: the lighting scheme aids passenger flow and defines important areas

Lighting Journal March 2016

Infrastructure lighting: projects 15

Ticket halls: the design idiom increases contrast and average light levels as well as improves the application of vertical illuminance

The platform: the lighting scheme more clearly defines platform edges, entrances and exit points and accentuates the curves of the tunnels

Lighting Journal March 2016

16 Architectural lighting: projects

WALK THIS WAY Architectural feature lighting is a key element of a new pedestrian cycle bridge linking Caversham and Reading in Berkshire, explains Phil Gray

T

he new Reading footbridge across the River Thames was born out of the Reading Borough Council’s successful award of more than £20 million from the Department for Transport’s Local Sustainable Transport Fund.

But rather than a simple footbridge, the council decided it wanted to create a stunning architectural feature that would attract visitors in its own right, be a valuable new route for pedestrians and cyclists travelling between Reading and Caversham and act as a link between Caversham and the newly developed Reading Station.

To help the council realise this vision, we at Urbis Schréder were contracted to design and install a bespoke 400m LED handrail with architectural feature lighting.

Working closely with bridge designer Peter Brett Associates, bridge fabricator Hollandia and architects Design Engine, it was decided from the outset that lighting needed to be an integral part of the bridge, rather than a ‘colour and trim’ afterthought.

This included discussions on cable routes through conduits and ducts, power supply positions, and the mounting of lighting units onto the bridge structure.

Lighting Journal March 2016

With specialist bespoke projects such as this, it is always important to map out key functionality before the design stage. For this project, the focus was a combination of a bespoke LED handrail that would provide functional lighting; architectural RGBW projectors that would illuminate the bridge mast and suspension cables; the lighting fitted underneath the bridge to highlight the central mast; flexible LED strips for under-bench lighting; and finally the surrounding security lighting with integrated radar detection.

While brainstorming conceptual ideas, we generated rendered visuals showing the expected lighting effect for each aspect of the design in addition to standard manufacturing drawings.

One of the key benefits of considering lighting as an integral part of a project is that it allows you to advise on what can be achieved with each potential feature, particularly around the elements of lighting control and architectural placement, at key stages of the structural design process.

We also worked closely with the bridge designer to ensure the digital multiplex (DMX) network design and programming was built-in from the start of the project. Authorised members of the council team can therefore control

the feature lighting display from any device connected to the internet via an Ethernet fibre link to a nearby kiosk.

DESIGN CHALLENGES The council’s brief required the control equipment and power supplies to be within the base of the bridge mast.

This presented a challenge, as space would be limited but we also didn’t want to compromise on the aesthetics.

This was overcome with intelligent design, custom layouts and compromise between different stakeholders.

For safety considerations, many of the fittings were low voltage and, because of the longer distances between fittings and power supplies, an effective electrical design was key to ensuring voltage limits were maintained.

A key consideration of the project was fitting the LED handrail to the bridge, as the compound curves provided an engineering challenge in that we needed to ensure the LED handrail followed the natural curvature of the bridge and would move in parallel with the movement of the bridge’s suspension.

The riverside location of almost any bridge is a harsh environment, so it was critical to select long-life materials and finishes. As a precaution, all of the

Architectural lighting: projects 17

Careful consideration was given to the constant movement of the suspension bridge, and the handrail was designed to allow movement with the bridge

The compound curves provided an engineering challenge in that we needed to ensure the LED handrail followed the natural curvature of the bridge and would move in parallel with the movement of the bridge’s suspension

equipment was positioned above the one-in-100-year flood level. Material selection and finish were critical to maintaining the aesthetic of the bridge.

The grade 316 stainless steel used on the handrail was finished to a specified roughness (<0.5microns) to prevent both contamination through airborne particles and also specular reflections.

Careful consideration was given to the constant movement of the suspension bridge and the handrail was designed to allow movement with the bridge. The conduits were fairly small and had tight radii; and as all cabling was to run out from the same point on the bridge, the most complicated sections were built to prove the practicality of the design, particularly to show that all cabling could be pulled through successfully.

For the architectural feature lighting, we installed a series of its SCULP floodlights to illuminate the bridge, including one placed in the middle of the ‘tuning fork’ at the top of the 40m high-mast. The colour changing lighting display included 28 Enyo LEDs running up the suspension cables, two Noctis 225 LED floodlights recessed beneath the bridge to illuminate the underside, and flexible LED strips underneath two ‘floating’ benches located on the bridge.

‘DUMMY’ INSTALLATION Samples of handrail sections, along with a ‘dummy’ installation of several sections, were installed in the Schréder factory to demonstrate worst-case movement scenarios that might occur once the product had been installed.

These prototypes were used to demonstrate the installation method to the council team before sign-off and before full manufacture.

The overall system testing and DMX functionality went smoothly, including the fine adjustment angles and DMX programs, meeting the council’s vision for the bridge entirely.

And the result? As David Moore, neighbourhood services manager at Reading Borough Council, pretty much sums it up. ‘While the new bridge looks fantastic during the day, at night it provides a carpet of light for the area, with an imaginative array of colours and movement, particularly at the top of the central mast,’ he explains.

‘The quality of installation and peace of mind that comes from the longevity of the products makes the bridge a great investment for Reading,’ he adds.

Phil Gray is regional sales manager (south) for Schréder

Lighting Journal March 2016

18 Highways lighting: reactive and sensor technology

ROAD SENSED

Reactive, dimmable, sensor-controlled road lighting could save a fortune on energy.

But there are important obstacles to be overcome, as Iain Macrae explains

t’s been a long time since we began thinking about getting lighting to respond to users, or rather to react to the lack of a user.

Inside buildings, we trialled sensor-based lighting controls back in the 1980s, which led to the development of our Sensa brand of controls and a general uptake of real-time lighting control in commercial environments. At the same time, outdoors, we started introducing simple on/off controls to security floodlights.

When it comes to road-lighting, the ambition has long been the same. If you could switch on lighting far enough in advance of a car, then switch it off immediately after the vehicle had passed, more energy could be saved.

But the reality of achieving this has been much more challenging. First of all, until recently, the light source and gear technology was not up to the job. Gear and lamp were not dimmable, and lamps didn’t like to be dimmed or to be switched too frequently.

Roll on to recent times and to the revolution that is LED. Let us not focus here on the LED colour, energy saving, lifetime or other discussions, but look into what makes it really different from conventional solutions used on roads.

LED is easy to dim, in fact it loves to be dimmed and, when done properly, provides a smooth transition from light to dim and back again.

TRAFFIC CHALLENGE In road terms, the standards call for a certain amount of light on to the road surface, many tens of meters in advance of the car. How far and how much light depends on traffic type, speed and density. The standards always look to the worst case and, until very recently, didn’t really allow us to experiment with dimming the lighting when there was no-one around to use it.

That was never an issue to the curious and over the last decade we’ve experimented with dimming technologies.

Some of these are radar-based and use connected systems to monitor traffic and react accordingly. Trial installations with municipalities have taken place in a number of locations across the European Union.

By 2011 we had progressed to corridor functions in outdoor lighting controls, so that – for example – for the village of Estiac in Lot et Garonne we could install two longdistance radars at the entries to the village.

They detect traffic more than 150m in advance of the luminaire and light up all luminaires on the entry roads.

Inside the village, we have installed detectors on every pole. These communicate between themselves in ‘corridor function’ and detect pedestrians as well as cars and bicycles.

Such examples help communities and municipalities learn about pitfalls of such systems. For instance, it is possible to

I

Lighting Journal March 2016

Highways lighting: reactive and sensor technology 19 switch off the lighting completely. After all, with no detection of people or vehicles it seems sensible to reduce the lighting to nothing.

LIGHT NUISANCE But there is such a thing as a view and many people enjoy views from their properties even at night. Others like to leave minimum restrictions on that view to keep out light or straying eyes. Fixed lighting causes few problems. Provided light nuisance is dealt with sensibly, then road lighting is little problem to a community.

But start switching that lighting on and off, sometimes on a frequent basis and the same lighting itself becomes an attraction to the eye, and that constant attraction becomes a nuisance either in your direct view or filtered through blinds or curtains.

Modern LED-based luminaires and controls allow us to adapt the switching and dimming patterns to suit the environment. In densely populated areas, dimming may be very slow and only down to perhaps 50%. In remote areas, dimming can be faster and perhaps the lighting may be switched off. But given our knowledge of how the eye adapts and how drivers use the road lanterns to predict the direction it makes sense to dim only to a level of say 10% or 20%.

Modern controls also allow much more than just dimming.

Radar control can be allowed to communicate either a corridor function (one luminaire detects, they all come on along a stretch of road) or a more localised approach.

There’s not really a term for it, ‘driver zone’ or similar might be appropriate.

Sarpsborg , Norway: testing ‘intelligent’ road lighting

Here the detection zone is set perfectly for the view of the driver. In a partnership with Comlight we have been testing ‘intelligent’ sensor-controlled 56W LED road lights in Sarpsborg, Norway. The installation is dimmed to 15% light when there is no traffic/activity, and 100% light when traffic is detected. It is estimated the installation is dimmed down at 45% of the time when lamps are on/during darkness, leading to a 33% energy saving, in addition to the saving from simply switching to LED luminaires.

We’ve found the light is at full capacity output far in advance of the car. This enables the driver to clearly see the road and any obstacles, but also to read the direction and flow of the road through the landscape.

Whilst road lighting by the standards is strictly about seeing hazards and taking avoiding action, we don’t normally recognise how the luminaires themselves reveal the shape of the terrain and steepness of bends.

Modern controls should allow us to reveal enough of the road, based on car speed, to enable the driver to decelerate in good time for the upcoming bend.

Iain Macrae is head of global lighting applications management for Thorn Lighting (part of the Zumtobel group)

EUROPE’S ‘LITES’ PROJECT

Thorn, of course, is not the only one looking at this area. There are many organisations looking to develop better solutions to lighting problems.

One of these is LITES, a project initiated by the European Union and looking at how to use LED and lighting controls in different ways to achieve and demonstrate energy savings of approximately 70%.

To achieve this, motion detection has been implemented on various locations, all controlled by a central management system to collect data and enable measurements.

Partners of this project are the Politecnico di Torino in Italy, the Université Paul Sabatier in Toulouse, France, the Riga Technical University in Latvia, the Universidade de Aveiro in Portugal and the Municipality of Bordeaux, France. Thorn is the sole lighting manufacturer partner for the LITES project.

Sophisticated technology to allow the active and instantaneous dimming of light source power is integral to all the LITES pilot sites. A set of embedded sensors measure ambient light, temperature and current, and detect motion. Output sensor data is processed by embedded intelligence in the luminaires and controls that allow optimum regulation of light levels.

LITES aims to deliver street lighting compliant with many road classes according to EN13201. This means the luminaires can be installed in secondary streets, access roads, pedestrian ways, cycle tracks and residential areas.

LITES is also compliant with all electric standards for luminaire general requirements and tests as well. In fact, the trials have led to recent developments in EN13201, with the allowance in the latest publication for adaptable lighting systems.

The LITES pilot sites currently include: • The municipality of Bordeaux, France. Here 44 lighting points in a residential area previously equipped with HST 150W lamps have been renovated with our Dyana LED 56W and various lighting controls based on motion detection. This has been installed since September 2013.

• The University of Aveiro, Portugal. Here, our Gladiator luminaire and MICAS sensors are illuminating the university campus footbridge using pilot wiring and a corridor function, with 32 lighting points. This has been installed since September 2013.

• Riga, Latvia. Here various routes around a university illuminated with HST luminaires have been renovated using Dyana LED and Steinel sensors, with 26 lighting points. This has been installed since March 2013.

The LITES project is expected to have a European-wide impact, highlighting the ecological and economic benefits of installing these sort of dimmable ‘smart’ lighting solutions, whether on roads and elsewhere.

You can find much more information about LITES here:

http://www.lites-project.eu.

Lighting Journal March 2016

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22 Highways lighting: debating de-illumination

DARK MATTERS Changes to the regulations have given local authorities and asset owners the option to de-illuminate certain signs and bollards, so making obvious savings.

But could this be at the expense of road safety? Rebecca Hatch investigates

R

ecent and proposed changes to Traffic Signs Regulations and General Directions (TSRGD) have reduced the conditions under which illumination of signs and bollards (in certain situations) is mandatory.

This relaxation puts the onerous decision-making and associated risk of de-illumination onto the local authority or asset owner. They are left with two immediate choices, to continue to illuminate those signs and bollards where the requirement has been removed or to de-illuminate and use retro-reflective material.

This relaxation has seen a rise in the availability and opportunity for the retro-reflective bollard – a non-illuminated bollard that reflects light incident on its surface to highlight the area of danger – and there are now many suppliers of retro-reflective materials for all types of road sign.

These products have the attractive benefit of eliminating the ongoing electricity cost altogether. However, there are several other considerations to take into account when making this decision.

Lighting Journal March 2016

Retro-reflective materials do have technical limitations and, if not kept clean from dirt, graffiti and even dew, their effectiveness can be significantly reduced.

Many factors, such as positioning, ambient lighting levels and the angle in relation to the observer (amongst others) impact on whether the sign or bollard is clearly visible to a road user during the hours of darkness.

Reflective surfaces do not provide an adequate solution for highlighting potential danger areas for pedestrians or cyclists; they also pose an issue for drivers of larger vehicles where they are sat a lot higher than their headlights.

Guidance from the Department for Transport in reference to removing direct lighting states: ‘It is recommended that robust risk analysis should underpin any decision to do so on a case by case basis.’

An additional note from the Traffic Signs manual, Chapter 3, states: ‘Some signs may be sited where they will not receive adequate illumination from headlamps and it might be prudent to provide direct lighting regardless of the regulatory requirements.’

Local authority budget cuts make it increasingly difficult to maintain existing assets, make use of technological advances and benefit from new product development.

There are many options available when it comes to reducing the costs associated with the operation and maintenance of illuminated signs and bollards.

What this article therefore is setting out to do is to understand the areas of operating cost for traditional internally illuminated bollards and signs and consider the business case for use of retro-reflective products compared to LED retrofits of these systems.

In doing this, several assumptions have been made, and these are listed in the appendix at the conclusion.In addition,

Highways lighting: debating de-illumination 23 safety factors of de-illuminating and the options available to achieve a reduction in costs whilst keeping signs directly illuminated, are considered.

To begin therefore, the operating costs associated with a traditional bollard or externally lit sign can be split into the following areas: • Energy costs • CRC charge (linked to energy usage) • Cleaning costs • Apportionment of ongoing replacement lamp costs • Apportionment of ongoing sign/bollard costs BOLLARDS Internally illuminated bollards comprise a base or foundation, and a polymer based ‘top’. The base contains a gear tray and traditionally houses two or three fluorescent lamps, which can be driven by a magnetic or high frequency ballast. The top is a low-cost part of the bollard, which is manufactured in volume. When illuminated, the bollard appears bright and uniform, alerting drivers to an area of potential danger when viewed from all angles.

A bollard top will typically have a 10-year lifespan. After this point the bollard top can be detached from the base and a new bollard top can easily be installed. The energy consumption is calculated from the power consumption (circuit watts of 30 for 2x11W PL lamps) and the number of hours of operation per year (taken as 4,500 hours for dusk until dawn operation).

As dirt, dust and debris become deposited on the bollard top surface the amount of light transmitted reduces. It is therefore necessary to clean the outer surface of the bollard periodically. The required frequency of cleaning will depend on the local environment, but a typical clean regime would be one clean per year.

The apportionment of costs relating to the replacement of lamps and the bollard top are calculated by considering the expected life of the product and the annual usage. An overview of the costs is shown below in figure one below.

Electricity Usage

135 kWh/year

CO2 emissions

73.035 kg/year

Electricity cost

£16.20 £/year

CRC cost

£1.17 £/year

Apportionment of ongoing replacement lamp costs

£5.18 £/year

Cleaning cost

£4.00 £/year

Apportionment of ongoing replacement bollard costs

£8.00 £/year

Total annual operating cost £34.54 Figure 1 – operating cost breakdown for fluorescent internally illuminated bollards

Figure 2 shows that costs related to energy account for 47% of the total operating costs. To drive down costs whilst still maintaining compliance with regulations and safety for road users, it is important to target each area of spend individually, starting with electricity use.

RETRO-REFLECTIVE BOLLARDS Retro-reflective bollards eliminate the costs associated with energy and lamp changes altogether. However, there is a significant increase in costs associated with cleaning and with ongoing replacement bollards following damage.

With an internally illuminated bollard, dirt build-up will gradually reduce transmission of light through the bollard top.

23%

47%

12%

15% 3%

Apportionment of ongoing replacement lamp costs

Electricity cost

CRC cost

Cleaning cost

Apportionment of ongoing replacement bollard costs

Figure 2 – graphical breakdown of costs

However, the reflective properties of a retro-reflective bollard require the surface to be relatively dirt free. This therefore warrants an increased clean frequency and subsequent maintenance costs in this area. Periodic replacement of the whole bollard will be necessary as the reflective surface degrades (approximately 10-12 years). Since the costs of the retro-reflective bollard are significantly higher than the cost of a polymer bollard top, the ongoing replacement costs are higher as well.

It is worth noting that following an incident it can be necessary to replace the bollard, since the reflective surface can become damaged, further increasing costs. From a safety critical point of view, a severe incident can shear the bollard, completely detaching it from the ground.

In the case of a retro-reflective bollard this leaves the hazard unmarked altogether, whereas when the bollard top is sheared from the ground the base plate will still be illuminated, performing a similar function to a cat’s eye providing some residual conspicuity.

Figure 3 shows that while energy costs are eliminated others are increased significantly.

Electricity Usage

0 kWh/year

CO2 emissions

0 kg/year

Electricity cost

£- £/year

CRC cost

£- £/year

Apportionment of ongoing replacement lamp costs

£- £/year

Cleaning cost

£8.00 £/year

Apportionment of ongoing replacement bollard costs

£15.00 £/year

Total annual operating cost £23.00 Figure 3 – operating cost breakdown for retro-reflective bollards

The total annual operating cost is reduced by around 33%. However, when considering the high upfront costs of removing or making safe the existing supply and the cost of the new bollard the payback becomes difficult to justify.

Lighting Journal March 2016

24 Highways lighting:debating de-illumination LED RETROFITS LED retrofits offer the advantage of relatively low upfront cost while providing benefits of reduced energy consumption.

Furthermore, keeping the internally illuminated bollard set-up means that there are the additional discussed benefits of visibility and no time or resource needed to complete a detailed risk assessment.

Electricity Usage

31.5 kWh/year

CO2 emissions

17.0415 kg/year

Electricity cost

£3.78 £/year

CRC cost

£0.27 £/year

Apportionment of ongoing replacement lamp costs

£1.96 £/year

Cleaning cost

£4.00 £/year

Apportionment of ongoing replacement bollard costs

£8.00 £/year

Total annual operating cost £18.01 Figure 4 – operating cost breakdown for LED lamp replacement internally illuminated bollards

Converting to LED by using a lamp retrofit (compared to gear tray replacements) allows for extremely simple installation while keeping costs low. It also allows the installer to continue to keep two separately fused light sources rather than one, as recommended in the CSS Lighting Group report.

This gives the assurance that in the event of a lamp failing there is still some light provided.

Figure 4 shows how overall cost is reduced equating to a saving of over 40%. Payback periods across the comparison calculations are summarised in the graph below.

Operational revenue savings can be made from deilluminating and capital investment, and can support the use of retro-reflective bollards, but does this provide an adequate solution for all road users, particularly non-motorised users?

INDO LED Lamp retrofit

Retro-reflective new install 0

5

Retro-reflective new install Years

20.8

10

15

20

25

INDO LED Lamp retrofit 3

Payback period summary

SIGNS Retro-reflective signing material provides a comparable level of illumination to direct lighting in many circumstances.

However, it does not in itself provide sufficient illumination to justify the removal of all lighting, and consideration needs to be given to the appropriate method of lighting for each situation.

Full details can be seen in TSRGD, but as a summary, the conditions under which sign illumination is still a mandatory requirement are: • Warning and regulatory signs where headroom is restricted • Safety critical regulatory signs • Regulatory terminal signs, such as ‘Give Way’, ‘No Entry’, speed limits

Lighting Journal March 2016

• Motorway signs • Signs on internally illuminated bollards Most existing lit signs contain twin fluorescent tubes, which can easily be replaced with LED retrofit lamps to reduce the energy consumption and the required maintenance visits to replace lamps.

Levels of illumination required for internally or externally lit signs are specified in BS EN 12899-1 and any sign upgrade, or retrofit option considered should be compliant with this standard. Lumen depreciation figures (L80) should also be taken into consideration and accounted for as part of the whole life costing and payback calculations.

The energy consumption of a traditional lit sign is calculated as circuit watts of 15 (for 1 x 11W PL lamps) and the number of hours of operation per year (taken as 4,500 hours for dusk until dawn operation).

An overview of the costs is shown in figure 5 below.

As with the traditional bollard system, the costs related to energy account for almost half of the total operating costs of a sign. Electricity, along with maintenance costs, is a key target area for many local authorities to reduce revenue costs.

Electricity Usage

67.5 kWh/year

CO2 emissions

36.5175 kg/year

Electricity cost

£8.10 £/year

CRC cost

£0.58 £/year

Apportionment of ongoing replacement lamp costs

£5.18 £/year

Cleaning cost

£1.00 £/year

Apportionment of ongoing replacement bollard costs

£3.50 £/year

Total annual operating cost £18.36 Figure 5 – operating cost breakdown for fluorescent lamp externally illuminated sign

RETRO-REFLECTIVE SIGNS Exactly the same as with bollards, retro-reflective signs eliminate the costs associated with energy and lamp changes altogether. However, there is a significant increase in costs associated with cleaning and with ongoing replacement following damage.

Safety concerns are raised for drivers of larger vehicles where the headlights are a lot lower than their seated position. Retro-reflective materials are excellent at reflecting light directly back to the vicinity of the light source with a low angle of reflection, in other words they work well for car drivers. However, in HGVs, buses and other large vehicles, the levels of light reflected back to the driver are often significantly lower. As with retro-reflective bollards there is little indication of hazards to cyclists or pedestrians.

Figure 6 shows that while energy costs are eliminated others are increased significantly.

Electricity Usage

0 kWh/year

CO2 emissions

0 kg/year

Electricity cost

£ - £/year

CRC cost

£ - £/year

Apportionment of ongoing replacement lamp costs

£ - £/year

Cleaning cost

£4.00 £/year

Apportionment of ongoing replacement bollard costs

£6.50 £/year

Total annual operating cost £10.50 Figure 6 – operating cost breakdown for retro-reflective signs

Highways lighting: debating de-illumination 25

INDO LED Lamp retrofit

19%

Retro-reflective new install 0

44%

6%

5

Retro-reflective new install Years

24.8

10

15

20

25

30

INDO LED Lamp retrofit 2.3

Payback period summary

28% 3%

Apportionment of ongoing replacement lamp costs

Electricity cost

CRC cost

Cleaning cost

Apportionment of ongoing replacement bollard costs

Figure 7 – graphical breakdown of costs

LED RETROFITS Again as with bollards, LED retrofits offer the advantage of relatively low upfront cost while providing benefits of reduced energy consumption and maintenance. This reduction in operating costs allows local authorities to maintain lit signs without the need for de-illuminating or full sign replacement.

Converting to LED by using a lamp retrofit (compared to gear tray replacements) allows for extremely simple installation while keeping costs low.

Figure 8 shows how overall cost is reduced, equating to a saving of over 40%.

Electricity Usage

15.75 kWh/year

CO2 emissions

8.52075 kg/year

Electricity cost

£1.89 £/year

CRC cost

£0.14 £/year

Apportionment of ongoing replacement lamp costs

£1.16 £/year

Cleaning cost

£1.00 £/year

Apportionment of ongoing replacement bollard costs

£3.50 £/year

reflective materials and the overall cost versus benefits.

Non-illuminated solutions are viable options to be considered as part of the design risk assessments for new installations. However, the calculations show that for existing installations there is no financial benefit to de-illuminate.

This is because of the high upfront cost of changing and the fact that investment has already been made to provision an electricity supply to the unit.

It has been shown that using an illuminated solution can be the most cost-effective solution. It also continues to maintain road safety for all users including pedestrians and cyclists and drivers of larger vehicles.

REFERENCES AND FURTHER READING: • CSS SL5/2007 Guidance on the lighting requirement for traffic signs and bollards (2007) • Traffic Sign Regulations General Directions, 2002, Amendment 2 (2011) • Traffic Signs Manual Chapters 3 and 4 APPENDIX: CALCULATION ASSUMPTIONS • Electricity cost – £0.12/kWh • CRC charge – £16.00/tonne CO2 • Annual burn hours – 4,500 • Lamp life of fluorescent 10,000 hours • Lamp life of INDO Direct Drive® LED – 140,000 hours • Clean frequency of traditional bollard – one per year • Clean frequency of retro-reflective bollard – two per year • Clean frequency of traditional sign – 0.25 per year • Clean frequency of retro-reflective sign – one per year • Life of traditional bollard top – 10 years • Life of retro-reflective bollard – 10 years • Life of traditional sign – 20 years • Life of retro-reflective sign – 10 years Rebecca Hatch is account manager at INDO Lighting

Total annual operating cost £10.50 Figure 8 –operating costs breakdown for LED retrofits

Payback periods across the three comparison calculations are summarised in the graph above right.

Solar powered, electroluminescent signs and low voltage lighting are all other available options that haven’t been considered as part of this article. However, it is assumed that payback periods would be similar to those calculated for retro-reflective product installations.

CONCLUSION AND RECOMMENDATIONS De-illumination of any road safety features should be undertaken with caution and the appropriate risk assessments carried out, considering the environment, the usage of the area, impact of dirt and pollution on retro-

INDO retrofitted sign and bollard: LED retrofits mean relatively low upfront cost and reduced energy consumption

Lighting Journal March 2016

26 Lighting design

Poor quality has a cost impact for clients. For example, it results in restaurants where people will not want to visit or linger if

IDENTITY CRISIS

the light quality is uncomfortable

When manufacturers cut R&D corners, it is often lighting designers who get called in. Rushing products to market is bad for clients, but also poses a threat to the lighting designer who has saved the day, explains Sam Neuman

L

ike many lighting design consultancies, we’ve experienced the all-too-common problem of being called in by a new client at the end of a project for urgent advice because a lighting system that has been billed as an all-singing, alldancing lighting solution is not operating properly.

I hasten to add this doesn’t happen for systems we have specified, although we, again like undoubtedly many lighting designers, have on

Lighting Journal March 2016

occasion been burnt by products that are still ‘teething’.

So, why does this happen? More worryingly, are there dangers here for lighting designers in terms of our reputation if we become predominantly perceived as technical problem-solvers, people who pick up the pieces in a scheme when ‘stuff’ goes wrong?

In the case I’m thinking of, the product in question had been billed as the ‘Holy Grail’ of lighting technology – a dimmable retrofit LED bulb.

LED system: needs to meet expectations

28 Lighting design The system had been supposed to offer good quality colour rendering and dimmability, but it simply had failed to live up to reasonable expectations.

RUSH TO MARKET Manufacturers’ rush to get things to market can be understood. They face commercial pressure to release products, particularly in the stilldeveloping LED market where colour spectrum and dimmability technology remain imperfect in many cases.

What happens, therefore, is products are being brought to market before they are ready to meet demand. The result is lighting designers who use cuttingedge products can feel they are being used as guinea pigs to effectively test products before they are sold to the wider market.

In this case, not enough work had gone into R&D and actual testing in real use. And the danger is designers can work their whole schemes around such products, only to find huge amounts of money and time will have to be spent addressing the aftermath of their failure.

We have been there ourselves, and on a project where retrofitting was further complicated by having to carry this out in some very hard-to-reach places. Lessons learnt!

LEDs have been successfully sold on the basis of their energy-saving qualities, and are made even more

Choosing LED: market is still developing

Lighting Journal March 2016

attractive thanks to fiscal incentives to install low-energy technology.

Clients are therefore pushing for it. But there needs to be greater awareness of the limitations of existing technology.

Client and customer pressure for better light quality (alongside energysaving benefits) has brought about commercial pressure that manufacturers must now address, without flooding the market with poor quality and insufficiently tested products.

Poor quality has a cost impact for clients. For example, it results in restaurants where people will not want to visit or linger if the light quality is uncomfortable.

Better information and education about light quality is therefore needed to entice manufacturers to invest properly in R&D to produce high-quality products.

There may be research – for instance by supermarkets – on the costs and benefits of light quality. This should be shared more widely across the industry as it seeks to produce LED technology that will live up to expectations.

More widely, lighting designers’ reputations are, in fact, at risk of being compromised if this type of improvement does not take place in the industry.

As designers, our own creative approach is not product-led but, like most designers working on interiors, we rely on manufacturers and suppliers to provide us with lighting equipment, luminaires, light-emitting diodes, drivers and lighting control systems that can be integrated in a way that is reliable in the long term.

Sadly, we are now in a situation whereby we need to interrogate each product and go through unnecessarily frustrating learning curves whilst getting to grips with recent releases.

REPUTATIONAL RISK Perhaps one of the most irritating aspects of this process is the actual information available to us on products is not conceived in a rigorous way to ensure its accuracy. Another nuisance is the speed at which products are constantly being superseded by the next-generation version.

So precarious is the current situation that we find ourselves increasingly alerting architects and other design team members about the potential ways in which certain solutions may backfire because of the products not living up to all the hype that is out there.

We want to be in a position that allows us to be positive and confident with our clients about the future of lighting and innovations in our field.

Instead, we currently seem to have to police the latest products for potential defects Architects in particular are becoming more and more aware of the challenges the lighting industry faces. For example, Dipesh Patel, founder of Pattern Design, has noted: ‘LEDs have changed how we think about lighting. We all moved to LEDs with enthusiasm although the results were mixed. We are still careful about which manufacturers we use and continue to look for assurance that the technology is at a level to give us confidence.’

We find ourselves providing such assurance, having tested projects.

Foreseeing problems is, of course, part of any good design advice. However, in the case of poorly tested products, the problems are so resolvable that having to expend an entire design teams’ creative energy in the wrong way seems a great pity.

We want to be in a position that allows us to be positive and confident with our clients (as well as fellow consultants) about the future of lighting and innovations in our field. Instead, we currently seem to have to police the latest products for potential defects.

We do recognise it’s a very exciting time for the industry. However, I wonder about the future of lighting designers. Are we going down a path that reduces us to becoming largely effectively ‘system compatibility consultants’? Or are we just at the teething phase of a new technology where system compatibility issues will eventually be overcome?

Lighting design 29 At this point in time I am not sure where the role of lighting design is going. My instinct is it will be the former, as has perhaps unwittingly been implied by Caspar Rodgers, one of the founders of Alma-nac Collaborative Architecture. He has said: ‘We find the difficulty working with lighting designers is predominantly driven by not getting them onboard early enough!

‘If we start working with them too late, then we are constantly fighting to maintain flexibility with both the construction programme and the project budget to ensure real design can be accommodated rather than just assistance with a final product specification.

‘We have found that a delay in beginning working together can effectively result in two design processes running in parallel rather than true collaborative approach whereby the lighting and scheme design become intrinsically related.’

This issue, of course, is a part of a much bigger picture – the sadly lacking appreciation of the role of lighting in achieving the best possible architectural solution.

However, Caspar has, I believe, touched on something critical in observing that too often lighting designers are sought for technical

assistance at the final product specification stage (as our own experience referred to above shows all too well).

In other words, we are called upon when the rest of the design team is needing to call in some expertise to get through the minefield of lighting products unscathed.

Dropping lighting designers in at this stage of the process detracts attention from other more creative discussions around lighting that, as Caspar has highlighted, would ideally be there at the briefing stage of any new commission.

In the future, therefore, I would love to have a more vigorous discourse on how the lighting product industry and lighting designers working on architectural projects can improve their communication to lift the standing of this field – of lighting design – in the built environment.

Who knows, perhaps it is through such an approach that lighting design can gain its due – and important – place at the table, as a critical part of the design process of any new interior or exterior space.

Sam Neuman is co-founder, with Kate Wilkins, of independent lighting consultancy Kate & Sam Lighting Designers

Test dimming: providing assurance

Supermarket lighting: if there is research available on the costs and benefits of light quality, it should be shared

Lighting Journal March 2016

30 Apprenticeships and training

KNOWLEDGE ECONOMY

The government’s apprenticeship ‘levy’ and ‘trailblazer’ reforms will profoundly change how apprenticeships work from 2017.

Nic Paton looks at what we know so far about the ‘payroll tax’ and other changes to training

I

n a matter of days, businesses up down the country will be encouraged to celebrate the contribution that apprentices make to the UK economy.

National Apprenticeship Week runs this year from 14-18 March. Our calendar may be full of these rather arbitrarily signposted ‘weeks’ – and apparently the same week is Schools Autism Awareness Week and British Science Week among (probably) others.

But it nevertheless makes it a topical moment to step back and take stock of what the government’s apprenticeship reform agenda appears to be meaning for the industry.

I say ‘appears’ deliberately because there is still a lot we don’t know about how apprenticeships are going to look, feel, be tested and funded in the future.

Since 2012 and the publication of the Richard Review into apprenticeships,

Lighting Journal March 2016

the government has been pursuing an ambitious reform programme designed to put employers much more in the driving seat of defining what an apprentice should be able to do upon completing their training, how that training is delivered and assessed and how it is funded.

‘TRAILBLAZER’ PROGRAMME A key element of this has been the ‘trailblazer’ programme, essentially tasking specific industries to form employer-led trailblazer groups to hammer out new training and assessment standards and frameworks.

There are some 1,200 employers involved in this process and many,

many standards being developed across multiple industries, not least within engineering and construction. Let’s take one, perhaps the one most relevant to a Lighting Journal audience – highway electrician/service operative – as an example of the sort of process underway.

This standard was created by a trailblazer group of 23 employers and organisations (see panel on page 32) and has in fact already received government approval.

It covers areas such as the main duties a competent highways electrician/service operative will be expected to be able to carry out (such as install, maintain, test, diagnose and repair low voltage highway electrical equipment and systems, carry out emergency works and so on).

It then looks at the sort of knowledge, skills and behaviours an apprentice will be expected to be able to demonstrate after a normal two-year apprenticeship, entry requirements and qualifications, and so forth.

Although the standard was approved back in 2014, it is not expected to go ‘live’ before, at the earliest, the start of the academic year in 2017; indeed, no new standard for any industry is expected to come on stream before this date.

One of the hold-ups to the process has simply been the complexity of aligning so many different new standards for so many industries but also because the government, somewhat to its credit, has been proving quite picky at signing off new standards.

Apprenticeships and training 31

Apprenticeships: new standards, testing and funding mechanisms are due to be introduced next year

The other complication is the fact that, as well as new standards and methods of assessment being put in place, the government is installing a completely new funding structure for apprenticeships.

Whereas before, an employer took on an apprentice and his or her training was funded by cash doled out direct to training providers by the government, now it’s going to be much more of a mix.

Yes, the government will still be putting money behind the bar (as it were). But it will also be expecting employers to contribute towards the cost of training and assessment themselves, although there will be a series of offsets and credits that employers can claim back to mitigate this bill, especially for smaller employers.

DIGITAL APPRENTICESHIP SERVICE Control of the purse strings is also being taken away from training providers and given instead to employers. While, again, the precise detail of how this is all going to work remains somewhat opaque at the moment, the government in January did set out a ‘2020 vision’ for apprenticeships that added some flesh to the bones of its proposed changes.

This includes, from October this year, the development of a new ‘Digital Apprenticeship Service’, essentially an

online portal that employers will be able to use select the most appropriate apprenticeship for them, choose a training provider and then pay for the training.

The payment will be done through a ‘digital voucher’ scheme. How this will work is an employer will register its details on to the portal and obtain a discount code, a bit like you get with an Amazon voucher or similar. The employer will then use this code to make payments to the learning provider which, in turn, will reclaim the value of the voucher back from the Skills Funding Agency.

There have been other changes too.

An Apprenticeship Grant for Employers worth up to £1,500 is now available for small firms to help with the cost of their first five apprentices aged 16-24.

As of next month (April), any business employing an apprentice will (in most circumstances) not need to pay employer Class 1 National Insurance Contributions on any earnings below £827 a week, or the equivalent of £43,000 a year.

The government has also said it intends to establish a new Institute for Apprenticeships from April 2017 to set standards and ensure that the quality of apprenticeship training is maintained.

And then there’s the so-called apprenticeship ‘levy’.

This idea was announced by chancellor George Osborne in his Autumn Statement last year and draft legislation on it was published last month (February).

This has confirmed it will apply to any business with a wage bill of more than £3 million and will be a 0.5% levy on payroll. The money will go towards paying for the cost of three million new apprenticeships over the course of the current Parliament, with the government hoping that it will raise some £3 billion.

Although the government has estimated the levy will only be paid by fewer than 2% of UK employers, it has got business bodies worried, with the Confederation of British Industry, for one, branding it a ‘payroll tax’ and expressing concern it could simply impose huge costs on employers without necessarily improving training.

The levy will be payable through PAYE, will run alongside income tax and National Insurance and will be calculated on the same basis as Class 1 NI contributions.

But the good news is that employers will receive a £15,000 allowance to offset payment of the levy, which (again) will be paid in vouchers.

QUESTIONS REMAIN What effect will the levy have on the lighting profession? It’s hard to say, of course, given that we can only speculate about the arrival of something that is still over a year away.

There are also many questions about the levy that remain unanswered. For example, how often will it be levied?

The engineers’ body EEF, in a briefing

The government will still be putting money behind the bar (as it were). But it will also be expecting employers to contribute towards the cost of training and assessment themselves Lighting Journal March 2016

32 Apprenticeships and training paper on the levy, has raised this question specifically. It said: ‘Currently, we do not know at what interval the levy will be collected, but the implication of the announcement and the government’s spending plans are that it will be paid monthly, with the annual allowance of £15,000 similarly being deducted monthly. For employers with multiple payrolls, and more than more HMRC reference, only one allowance will be available.’

Will it be payable on all taxable income (and what about things like benefits in kind)? Is it going to replace all of the government’s public funding of apprenticeships, as EFF has suggested Treasury figures show?

How exactly will the levy/voucher process work, especially if an employer is under the pay bill threshold? EFF, again, has argued the following: ‘The implication is that for employers with a pay bill below this amount, they will not be required to pay the levy and then claim the allowance – they will simply not pay the levy at all.’ But as yet we are still talking about implication and assumption.

There is also a question-mark around whether or how the levy, which is being levied nationwide but will only be directly used to fund apprenticeship in England, will be accepted in the other countries of the UK. The EEF, again, makes a compelling point. ‘Employers in the

other home nations, Scotland, Wales and Northern Ireland where skills is a devolved issue will pay the levy, but will not have direct access to the levy fund.

‘Instead, government will distribute a share of the levy fund to the home nations other than England. The Treasury has indicated that of the £3 billion which it expects to raise in 2019/20, £2.5 billion will be spent on English apprenticeships, with the remaining £500 million to be devolved to the other three home nations,’ it adds.

Another big question is that of funding rates. These are only due to be set by the new Institute of Apprenticeships, but will determine whether a company will be able to take back from the levy pot some of the money it put in (or possibly even more than it put in).

EFF has said it is expecting fuller details on this in this year’s Autumn Statement. But assuming the Autumn Statement happens in November or December (as is normally the case) that would only leave some five months before the levy comes into effect.

Finally, even without all this uncertainty, it’s possible there’s an even bigger question that needs to be addressed about the future of apprenticeships within the lighting industry: how to make lighting per se a more attractive career option for young people.

We do not know at what interval the levy will be collected, but the implication of the announcement and the government’s spending plans are that it will be paid monthly As Richard Webster, street lighting manager for Suffolk County Council, makes the point: ‘I’m not sure how much difference the levy is going to make; we cannot find enough people to recruit as apprentices as it is, we do not get that many enquiries.

‘Apprentices can learn to come and fix a light or put a light up, but too often they do not learn about the holistic side, things like planning, design, even day-today skills like invoicing or things like that,’ he adds.

THE ‘TRAILBLAZER’ GROUP BEHIND THE HIGHWAY ELECTRICIAN/SERVICE OPERATIVE STANDARD • • • • • • • • • • • • • • • • • • • • • • •

Balfour Beatty AK Lighting & Signs Amey Anderson & Heeley Ltd Bouygues Energies & Services Cable Test Limited Carillion CG Group Ltd Connect Plus E-on Electrical Testing G M Briton (Public Works) Ltd Herefordshire Council Highway Electrical Association Imtech Interserve Kenniford Tarmacadam Ltd, SSE Contracting South West Highways Ltd VolkerWessels Civil Engineering Contractors Association Chartered Management Institute The Institution of Engineering & Technology and Herefordshire Council

Lighting Journal March 2016

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APRIL

ISSUE

WEAVING YOUR MAGIC

Connected lighting is all about, yes, technology and making lighting part of the architectural fabric. But it is also about connected teams

EMERGENCY ROOM

The role LED lighting technology can play in emergency lighting schemes

NIGHT LIGHT

What sort of harmful effects are your lighting designs potentially having on bats? You don’t care? You most definitely should

34 Compliance and certification

REVISION GUIDE

Street lighting: the latest ISO revisions have been in response to changing business trends and technological advancements

Major revisions of the international standards ISO 9001 and ISO 14001, plus the launch of a new IECQ certification scheme specifically for LED lighting have all had implications for the lighting industry supply chain, explains Michael Venner Lighting Journal March 2016

I

nternational certifications help to synchronise technical specifications of products and services, making the worldâ&#x20AC;&#x2122;s trading markets more efficient by ensuring quality control. Importantly, of course, they also reassure the purchaser that the manufacturer works to procedures and constantly strives for improvements.

There is a suite of standards for each type of lighting product, such as BS 5266 for emergency lighting, BS 5489 for road lighting and BS 7895 for bayonet lampholders.

But it was manufacturing processes, in particular ISO 9001, that was under the spotlight late last year when ISO 9001:2015, covering quality management systems (QMS), was published in September, followed swiftly by ISO 14001:2015, covering environmental management systems.

When lighting designers, specifiers and purchasing managers are sourcing any electronic components, they need to ensure the products are of the highest quality and reliability for their intended use.

Compliance and certification 35 For product certification, as mentioned, there are many different standards depending on the product, although probably WEEE, RoHS, and REACH are common certifications to look for across the board.

For quality management systems, the ISO 9001 standard aims to ensure consistent quality of services or products and to enhance customer satisfaction. ISO 14001 provides a way to track, manage and improve environmental performance, an important factor in lighting design.

ISO 9001:2015 The latest revision of ISO 9001 is a response to changing business trends such as technological advancements and global supply chains. Lighting manufacturers who were certified to ISO 9001:2008 now have until September 2018 to meet the 2015 requirements.

As an overview, ISO 9001:2015 offers better integration with other standards, increased flexibility regarding use of documentation, the introduction of risk-based thinking in the QMS, greater involvement from top management in the QMS, higher emphasis on performance monitoring and measuring, enhancement of the process approach and a focus on stakeholder relationship management.

Lighting manufacturers should risk assess the internal and external activities of the business and focus more on the end customer, what is expected of the products and ensure these requirements can be met. In doing so they may reduce both manufacturing costs and time by using tools such as ‘Failure Modes and Effects Analysis’ (FMEA) to risk assess their manufacturing processes.

The relationship with their suppliers could also be improved through monitoring on-time delivery and quality performance requirements; sharing knowledge internally is encouraged through mentoring, so information is not lost when people leave the organisation.

This certification is particularly useful for lighting designers when specifying lights in public buildings such as schools and hospitals.

Considerations need to be given to the end users and their desires, for example not over-engineering the products, selecting the right materials for the working environment and reducing the risk of failures that could result in catastrophic consequences. Purchasers need to take a best value approach by prioritising safety above aesthetics and not be tempted to go for the cheapest option.

ISO 14001:2015 ISO 14001, which sets out the requirements for an environmental management standard, is one of the world’s most widely used environmental standards.

A revised version has just been published to ensure it remains relevant to the marketplace. ISO 14001:2015 responds to the latest trends and focuses more on environmental design.

Lighting organisations would be expected to consider the environmental impact a lot more when designing new lighting, the use of LEDs, re-use/recycling and disposal process for individual components, energy usage, life cycle and climate volatility.

Other improvements in the new version include a greater commitment from leadership, an increased alignment with strategic direction, greater protection for the environment, more effective communication, and life-cycle thinking, in other words considering each stage of a product or service, from development to end-of-life.

In particular, lighting designers should look to specify raw materials that are recyclable and have no harmful materials such as lead, mercury and hexavalent chromium.

The packaging of the products should also be considered.

For example, do you need highly printed over-engineered boxes to deliver lights to construction sites, as long as the product doesn’t get damaged?

Other elements under review in this standard include functionality of the product, manufacturability of the products to reduce waste and cost and the energy efficiency of the lighting.

Interior/domestic lighting: new ISO standards have been introduced covering quality management and environmental management systems

Lighting Journal March 2016

36 Compliance and certification products being on the market, specifically around hazardous substances regulations. They could fail quickly and not only be an inferior product but could be a safety issue.

For example, they could be using lead instead of being lead free, the materials could be inferior and possibly fail or even melt.

This certification also covers personnel manufacturing as they can no longer use harmful materials during the process, such as lead, mercury, hexavalent chromium, polybromominated biphenyl, and polybromominated diphenyl ether.

Lighting designers need to be aware of these banned and harmful substances to ensure that they are not designed into products or used during the manufacturing process.

One of the noticeable product impacts over the last few years has been the removal of hexavalent chromium from the chrome plating industry, which was widely used. This has required lighting designers to consider alternative methods of diffusing lighting products.

Manufacturing LEDs: a specific IEC Quality Assessment System for Electronic Components LED scheme has been introduced

IECQ LED SCHEME As most lighting professionals will be well aware, last year was the International Year of Light and Light-Based Technologies, recognising ‘the importance of raising global awareness about how light-based technologies promote sustainable development and provide solutions to global challenges in energy, education, agriculture and health’.

On the back of this, the IEC Quality Assessment System for Electronic Components (IECQ) launched a specific LED scheme (IECQ LED), a valuable qualification and supply chain management tool for LED lighting manufacturers.

In line with the approved scope of the IECQ system, the IECQ scheme for LED lighting can be applied to certify manufacturers and suppliers of electronic components, modules and assemblies used in the production of LED packages, engines, lamps, luminaires and associated LED ballasts/drivers.

As well as ensuring manufacturing, process, material and design controls are in place, it specifically looks at product safety, performance, environmental criteria and component traceability – so if there is a problem it can be traced back through the supply chain.

LEDs have been used now for more than 50 years, and over that time they have developed in innovative ways, making them an attractive choice for domestic purposes such as interior decoration, street lighting, commercial and industrial applications.

What this certification does is help prevent poor-quality LED systems from entering the market. By standardising the way an LED supplier is evaluated, it removes the cost burden of monitoring and controlling the supply chain from the original equipment manufacturers (OEMs) to their suppliers, and protects the brand name in the marketplace.

IECQ HSPM QC080000 Finally, we have recently seen a rise in enquiries regarding the international specification IECQ HSPM QC 080000. This takes on the basic management system requirements of ISO 9001 and applies processes to identify, control, quantify and report the amount of hazardous substances in electrical and electronic products and components products to satisfy customer requirements and legislative compliance.

There are ongoing concerns of non-certified lighting

Lighting Journal March 2016

A LOOK AHEAD Now ‘quality’ and ‘environmental’ have been revised and updated, in 2016 the ISO will be concentrating its efforts on ‘occupational health and safety’. A new ISO standard, ISO 45001, on occupational health and safety management system requirements is currently being produced and it is thought it will replace OHSAS 18001. The projected publishing date for this is October 2016, so we will know more later in the year.

This is a certification lighting manufacturers should have on their radar. OHSAS 18001, as it currently stands, is dedicated to occupational health and safety and was developed to assist in the reduction and prevention of accidents and accident related loss of life, equipment and time.

It focuses on ensuring a person is not exposed to potential hazards in the process of their work, such as using materials which release toxins, operating manufacturing equipment in a safe manner and, importantly, the electrical safety of lighting products for all types of working environments.

Gaining this certification therefore demonstrates a company’s commitment to a safer working environment.

CONCLUSION Compliance in lighting is about continuous testing and maintenance; from the process by which it is manufactured through to design, installation and how it is maintained throughout its lifespan.

Certification provides the manufacturer and buyer with confidence in the product reliability. You also know the product is made to correct manufacturing techniques so it is likely to last longer and therefore will reduce any environmental impact.

Importantly, as the buyer it gives you the assurance that the OEM is complying with laws and regulations of not only the country they are manufacturing within, but where they are supplying to and any customer specific requirements that could be over and above legislation.

The path to certification can seem an arduous task, demanding of your time and resources.

However, the reality is most tenders and contracts now require your business to have a specified certification.

Not being certified could mean you fall at the first hurdle.

Michael Venner is chief executive at certification company IMS International

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38 Legal issues

PARTNERSHIP WORKING

The law around PFI and Public Private Partnership contracts can be complex. Lighting professionals therefore need to consider carefully their rights and obligations if they want to reduce risk further down the line, write Sarah Frederick and Howard Crossman There are a number of things to worry about for all those in the lighting industry when entering into any contract. However, these considerations can become even more complicated when the contract in question is part of a Private Finance Initiative (PFI) or Public Private Partnership (PPP) project.

The UK is the world’s most experienced user of PFI contracts, which cover all types of collaboration between the public and private sectors and all types of private financing.

Despite this, there is essentially no ‘PPP law’ as such, and therefore separate pieces of legislation have been put in place to give public bodies the power to enter into these agreements and to regulate their behaviour as part of these agreements.

There are many different types of PPP projects that will be relevant to those in the lighting sector, for example contracts to replace street lighting for local authorities, which will not only involve replacing the lights, but also the ongoing scouting, maintenance and

Lighting Journal March 2016

repair liability. Careful consideration of the relevant rights and obligations as part of these projects will therefore be essential in order to try and reduce the risk of problems later down the line.

DEALING WITH RISK Once the foundations of the project have been set up and the private sector partners have established the project company (‘ProjectCo’) that will enter into contracts on behalf of the project, the relevant authority will enter into the main project agreement with ProjectCo. This will set out what the project is about, how it will operate and how it will be managed and maintained.

ProjectCo will then enter into contracts with contractors, for example to carry out lighting works and/or civil engineering. The parties will need to ensure the obligations from the project agreement are included in the contracts, so ProjectCo effectively sub-contracts (or ‘steps-down’) its obligations to the lighting contractor.

These obligations may then be stepped-down again to specialist

sub-contractors, for example lighting installation or pavement works, as part of the chain of liability.

As with many construction-type contracts, the key issues for ProjectCo will be: 1. Timely completion, so it can fulfil its obligations under the project agreement; 2. Quality of design and workmanship; 3. Minimal cost risk.

The responsibility for these risks will usually be shunted down to the main contractor, who will in turn try its best to minimise these as much as possible.

For example, they may seek to obtain parent company guarantees in respect of small specialist sub-contractors or agree a programme of inspection to check the quality. Other risks are more open for negotiation between the various contractors, the authority and ProjectCo. RELIEF FROM PERFORMANCE Once the contracts are set up, the various contractors and sub-contractors will only be able to get relief from

Legal issues 39 performance of those obligations for three reasons. These are: 1. A relief event (for example an insured risk or accidental loss or damage) arises that allows the contractor additional time to complete the contract. There are, however, far fewer relief events available under a PFI contract than under a standard building contract, and therefore these cannot be invoked as readily.

2. A force majeure event (for example an act of war, God or terrorism) arises, so allowing the parties to negotiate a recovery plan, or terminate the contract if all else fails. This is much more prescriptive than under a standard building contract, where a force majeure event would just give rise to a claim for extension of time.

3. The contract is terminated by ProjectCo or the project agreement is terminated by ProjectCo or the authority.

A relief event does not entitle a contractor to additional payment or compensation unless the relief event is also a compensation event, in which case it is dealt with separately. This is again much more detailed than under a standard building contract.

HITTING PRACTICAL COMPLETION The contractor must make practical completion by the date specified in the contract, unless relief is granted.

Unlike most standard building contracts, practical completion in a PFI contract will be a defined term, ensuring that there is no wriggle room or scope for a different interpretation under the contract.

There will then be various requirements that must be met before practical completion can be certified, and these requirements must match up with the definition of practical completion in the contract. Any delays to practical completion will mean a delay of income to ProjectCo under the project agreement, and the contractor may therefore be liable for liquidated damages.

MAKING PAYMENTS As a result of being part of the PPP project, the lighting or maintenance contract, for example, will be caught by the Construction Act 1996, and the payment provisions must therefore comply with that legislation.

As payment under the contract will come from ProjectCo (flowing from the project agreement), there is a risk

for ProjectCo that any additional sums due (for example compensation due to breach or changes to the works) will not be recoverable under the project agreement, thereby creating a shortfall in ProjectCo’s funding.

The parties should therefore ensure any potential for additional entitlement for the lighting or maintenance contractor is mirrored in the project agreement for the benefit of ProjectCo. Delays in payment can of course still arise however, and the easiest way for these to be dealt with would be by way of a ‘pay when paid’ provision, so that the contractor would only be entitled to payment when ProjectCo had received this amount under the project agreement. However, such provisions are prohibited by the Construction Act 1996. The following options are therefore available instead: 1. ‘Pay when certified’ provisions, whereby the contractor would only have a right to payment if ProjectCo have the same right under the project agreement.

However, these provisions are only permitted in contracts dated on or before 1 October, 2011, because of a subsequent change in the law, and therefore have limited applicability. They may therefore not include any later specialist lighting sub-contracts, and so the main contractor may instead try and extend the payment periods in the sub-contracts to try and achieve the same result.

2. Equivalent project relief clauses, whereby the contractor would be entitled to a ‘fair and reasonable proportion’ of any relief ProjectCo was entitled to under the project agreement.

3. Longer periods between the payment falling due and the final payment date, but with the option for an earlier trigger for payment once the sum has been received by ProjectCo. 4. Clawback agreements, whereby the parties allow ProjectCo to reserve the right to claw-back any payment it makes to the contractor, in the event that the authority later determines this money is not due to ProjectCo. This can also work as a top-up arrangement if ProjectCo has not paid enough to the contractor, and may also provide comfort in cases where ‘pay when certified’ provisions are not permitted.

It is important to reiterate the project agreement is not caught by the

Construction Act 1996, and so does not have to comply with the strict payment provisions. However, any lighting, civil engineering or maintenance type of contract would be caught. Therefore, due care should be taken when drafting the contract based on the project agreement.

CHECKING SCHEDULES Many elements of the contract will be set out in schedules rather than in the body of the contract itself, for example the dispute resolution procedures and the form of collateral warranties used for sub-contractors.

Often the schedules are likely to have been stepped-down from the project agreement. Therefore, when using the project agreement to draft the contract schedules, the parties must allow enough time for relevant information or payments to be made between ProjectCo and the authority.

For example, notice periods may need to be shorter in the contract than the project agreement, to allow sufficient time for ProjectCo to pass on a notice from the contractor to the authority.

CONCLUSION The lighting industry needs to have its antennae out for the multitude of novel and complex inter-related issues when negotiating PFI contracts. Not only this but many of the issues that arise will vary depending on the circumstances, so there is not a ‘one size fits all’ approach.

HM Treasury has helpfully provided a suite of guidance and detailed technical notes in order to minimise the time and costs of dealing with standard commercial and legal issues in negotiations.

There is also a wide variety of sectorspecific guidance available, for example the Local Partnerships Street Lighting Procurement Pack. However, specialist advice should always be sought where possible in order to try and minimise the risks inherent to PFI contracts, and more generally on PPP projects as a whole.

Sarah Frederick is a trainee solicitor and Howard Crossman (hcrossman@greenwoods.co.uk) is head of construction at Greenwoods solicitors LLP. With offices in London, Cambridge and Peterborough, Greenwoods is a UK commercial law firm providing legal advice and pragmatic solutions to local, national and international clients

Lighting Journal March 2016

40 View from from the the ILP: ILP: infrastructure infrastructure and and highways highways lighting lighting 40 View

HIGHWAYS AGENCY Amid ongoing debate around motorway de-illumination, it is up to lighting professionals to continue to make a robust case for good lighting design and practice, argues Alan Jaques

View from the ILP: infrastructure and highways lighting 41

M

any of you will be aware that the Vice Presidential post of Highways and Infrastructure was split into two separate posts in the autumn, with Keith Henry taking over the highways role and me focusing on infrastructure.

While travelling to London very early on a cold and wet January morning it reinforced to me just how closely linked these two roles are.

Many train passengers arrive at the railway station by car and some, if not all, of their journey will have been on lit roads. When they arrive at the railway station their car is then parked up in a lit car park, or on a nearby street that again in most urban locations will be lit. If they have travelled to the railway station by public transport again they will most probably have walked at least part of their journey on lit footways.

In the winter months most of the employed population commutes to work during the hours of darkness, possibly passing through many lighting networks that are in the ownership of several different bodies.

These lighting networks could belong to one or more local authorities, Highways England, a passenger transport executive, a Network Rail or a private company, yet they all have one thing in common. The end user isn’t interested in who owns or maintains the lights or whether they are publicly or privately owned. All the end user is interested in is that they are fit for purpose.

FIT FOR PURPOSE Being ‘fit for purpose’ in this context will mean different things to different people. For a lighting professional it could mean the solution is compliant with a particular standard and providing

a specific amount of light in sustainable way; for a private car park owner it could just mean that the lighting is lit; but for the end user I would suggest generally they just want sufficient light to feel safe while carrying out their task.

Network Rail standards are different to the CIBSE lighting standards, which again are different to the ones we use in highway lighting installations.

The standards are drafted by panels of experts in their field, so at the time of publication they should be fit for purpose, although some are now seemingly outdated in their approach. Good lighting design practice and application provides benefit to everyone; the lighting design will be to the appropriate standard and class required, additionally the energy consumption and ongoing maintenance implications will also have to be taken into consideration. This provides a winwin solution for the owner, user and the environment.

Part of being a lighting professional in both the infrastructure and highways sectors is having the ability to interpret and apply lighting standards appropriately; it can also include challenging standards and guidance documents when the passing of time and new innovations make them less relevant than at their time of publication.

There has been a move in recent years to de-illuminate sections of motorway and not to light sections that would historically have been lit.

A sufficiently high benefit cost ratio is required to justify installing lighting, which is fine; however, how can the added stress that driving on unlit motorways in poor weather conditions be quantified?

POOR VISIBILITY My daily commute involves around 33 miles of motorway driving each way, and for at least a third of the year it’s carried out during the hours of darkness; it also amazes me how much traffic there is on the motorway network before 6am.

This winter has been very wet and on several occasions this year there has been very heavy or even torrential rain during my commute. When you add in significant numbers of HGVs, the busy unlit sections of the motorway can become very intimidating places.

On a day just like this in early January, lane one of the motorway was full of HGVs busy restocking the shops after the Christmas break. In lane two it was impossible to see anything because of the heavy rain and spray. In

lane three visibility was 20-30m at best.

The last 15 miles of my daily motorway drive are lit – on that particular day the weather conditions were still the same, but the visibility had increased to something in excess of 100m. The difference that lighting makes to driver fatigue in poor weather conditions is immense, but not captured in any evaluation criteria assessment as to whether a road should be lit or not.

The cost of installing lighting while civil engineering works are being undertaken on a motorway is minimal as a proportion of the construction costs. Innovations mean we have efficient, well controlled long-life light sources, and central management systems that afford full dynamic control of the lighting. In short, we are in the best position ever of being able to efficiently light motorways, yet we are reducing the amount of lighting on them.

As I highlighted earlier, the end user isn’t concerned whether the lighting is in public or private control; they just want lighting that is fit for purpose no matter how they travel.

We need to demonstrate and promote the benefits of good lighting design and practice to all aspects of the highways and infrastructure sectors – and I would welcome your support in doing this.

Alan Jaques is the ILP Vice President Infrastructure and practice manager, Lighting Systems, at Atkins

42 Independent Light on the lighting past design

MERCURY RISING The transition from mediumpressure to high-pressure mercury lamps was not straightforward, with manufacturers having to overcome a series of challenges along the way, as Simon Cornwell discovers

F

rom its unveiling outside the research offices of the GEC in June 1932 and its first installation in Wembley the following March, the medium-pressure mercury lamp (MA) enjoyed steady success, gradually spreading from the metropolitan boroughs, through the home countries and beyond.

Three years later, installations could be found dotted throughout the UK and various locations overseas. But its nickname of the ‘cadaver’ lamp was certainly appropriate, thanks to its unnerving ability to render flesh tones a pallid grey and to accentuate the blood vessels a rather fetching black.

So the research laboratories of the major lamp manufacturers turned their attention this problem, and came up with some novel approaches to fix the fault.

After analysing the spectrum emitted by the lamp, researchers became convinced the problem was due to a deficiency of red light, leaving an imbalance of green and blue which gave the lamp its characteristic hue.

Adding more red to the mix would balance out the colours, which would lead to a whiter light, and hopefully diminish its zombie effects.

Gas concerns had already launched advertising campaigns with ‘white light is best’ straplines; so anything the electrical industry could do to fix their ‘strange’ coloured lamps would be most welcome.

MA ‘COLOUR CORRECTED’: 1934 The first attempt took its cues from old arc-lamp technology. So-called ‘flame-arcs’ were fitted with carbons impregnated with various compounds which burned in the arc and contributed to the spectral output.

This method was applied to the mercury discharge lamp by Siemens at their Preston works in 1934; the important new red hues were generated by adding cadmium and zinc compounds to the mercury.

The modified lamp was marketed as the Sieray ‘W’ but also became known as the ‘colour corrected’ lamp. The colour output was improved slightly but at a cost to the efficacy, which was reduced to 37 lm/W from the baseline 42 lm/W of the unaltered lamp. So the firm targeted the lamp to industrial applications, where colour rendering might be more important, rather than for street lighting. It was also quickly overtaken by subsequent products, so the Sieray ‘W’ was short lived.

MAT ‘BLENDED’: 1935 Siemens also developed the ‘Blended’ lamp which seemed to offer the worst of all worlds.

They combined an incandescent filament with the mercury arc tube and housed it in the same lamp; this slashed its working life from 1,500 hours down to 1,000 and almost halved its efficacy to 25 lm/W. Yet, despite the almost suicidal clobbering of this new technology, the lamp became a success.

Initially marketed as the Sieray ‘Dual Lamp’, it became popular for both its colour rendering (thanks to the incandescent filament supplying the much needed red component of the spectrum) and the lack of required gear; the filament itself fixed the resistance of the circuit, so costly ballasting chokes and power factor correcting capacitors weren’t required.

The lantern manufacturers initially had problems with the mercury and incandescent sources being separated within the lamp, but they soon hit on the idea of using the mercury discharge for the main beam and the incandescent filament for the illumination of the immediate vicinity. Other approaches actually tried to ‘blend’ the light sources together, by utilising the lamp in decorative fixtures with diffusing glassware.

MAF ‘LUMINESCENT’: 1937 After examining the spectral output, GEC realised there were several peaks in the ultra violet region that could be utilised.

So they investigated the conversion of the ultra violet to red light by the use of fluorescent powders. Several chemicals showed promise, but these fragile dye-based compounds broke down due to the heat from the discharge.

GEC’s solution was to increase the size of the lamp’s outer envelope, ensuring the delicate fluorescent powders were kept away from the heat of the inner tube. These oversized elliptical lamps became known as the ‘Isothermal Lamp’ and managed 37 lm/W. But whilst the colour was improved, street lighting engineers had problems fitting them in existing fittings, and GEC suggested limiting its application to areas where colour correction was required such as promenades, bus and coach stations, quaysides and landing stages.

It also produced a tubular version of the lamp for applications where the Isothermal Lamp was too large; but these were not popular as the fluorescent powders were quickly cooked and the lamp lost its colour correcting ability.

Lighting Journal November/December 2015

The standard MA lamp (left) and the newly developed ‘Blended’ MAT lamp (right). The physical separation of the discharge tube at the top of the lamp and the tungsten filament at its base allowed lantern designers to treat the lamp as two separate light sources

Two versions of the ‘Luminescent’ MAF lamp.

The cone-shaped ‘Isothermal’ lamp (left) was the optimal design, but the tubular-shaped variant (right) was developed to allow the lamp to be installed in existing equipment

Such modifications should have disappeared once the high-pressure mercury lamp (MB) made its appearance.

Yet, whilst its spectral output and colour rendering were improved over its forebear, there were still problems with its colour. Despite all the spectral broadening caused by increasing the pressure, the red part of the spectrum was still absent.

So the short-term, stop-gap solutions developed for the MA lamp found application with the new MB lamp. The humble MBT and MBF lamps, which were so familiar and used so extensively for decades, could look back to the mid-1930s to their humble progenitors as the first developments of this technology

FREE CPD EVENT REGISTER TODAY

theilp.org.uk/lightscene

LIGHTSCENE: SMART CITIES AND IOT STADIUM OF LIGHT, SUNDERLAND THURSDAY 21 APRIL 2016 • 11AM – 5:30PM Smart Cities and the Internet of Things could be the most profound transformation in our environment for a generation, with lighting at their heart. Come along to a FREE day of CPD seminars and exhibitions to learn more.

This event is for all lighting professionals and everyone else working in this field. We’ll be running CPD seminars on Smart Cities and the Internet of Things.

PLUS: a Professional Development area to help you with membership upgrades, training information, and everything else you need to know to make sure you are all set to make the most of the connected opportunity that Smart Cities and IOT brings AND: meet technology companies, lighting providers, consultants and more in the exhibition.

EVEN BETTER: there will be free refreshments for pre-registered visitors!

WHAT’S MORE: you don’t need to be an ILP member to come along; there is a warm welcome for everyone at this event hosted by the ILP North Eastern Region.

The Lightscene event runs all day, then as an added extra the ILP North Eastern Regional AGM will take place onsite early evening followed by a social gathering.

All welcome

Closest Metro: St Peters

Includes public realm, commercial and industrial lighting

Organised by the ILP, the UK’s leading lighting body

Free-to-attend technical CPD seminars

Hosted by the ILP North Eastern Region

Free refreshments for pre registered visitors

Free onsite parking

WWW.THEILP.ORG.UK/LIGHTSCENE

Lighting Consultants Carl Ackers

Mark Chandler

Alan Jaques

Built Environment Consulting Ltd

MMA Lighting Consultancy Ltd

Atkins

MSc CEng MCIBSE MILP MSLL

Castle Donington DE74 2UH

EngTech AMILP

Reading RG10 9QN

IEng MILP

Nottingham, NG9 2HF

T: +44 (0) 1332 811711 M: 07867 784906 E: carlackers@bec-consulting.co.uk

T: 0118 3215636 E: mark@mma-consultancy.co.uk

T: +44 (0)115 9574900 M: 07834 507070 E: alan.jaques@atkinsglobal.com

With many years’ experience we are able to bring a wealth of knowledge to the design process. Our vision is to deliver class leading sustainable solutions for the built environment, including specialist internal and external lighting design and specification services, record for PFI projects and their indepedent certification.

Exterior lighting consultant’s who specialise in all aspects of street lighting design, section 38’s, section 278’s, project management and maintenance assistance. We also undertake lighting appraisals and environmental lighting studies

Professional consultancy providing technical advice, design and management services for exterior and interior applications including highway, architectural, area, tunnel and commercial lighting. Advisors on energy saving strategies, asset management, visual impact assessments and planning.

Steven Biggs

John Conquest

Tony Price

Skanska Infrastructure Services

4way Consulting Ltd

Vanguardia Consulting

T: +44 (0) 1733 453432 E: steven.biggs@skanska.co.uk

www.skanska.co.uk

T: 0161 480 9847 M: 07526 419248 E: john.conquest@4wayconsulting.com

Award winning professional multi-disciplinary lighting design consultants. Extensive experience in technical design and delivery across all areas of construction, including highways, public realm and architectural projects. Providing energy efficient design and solutions.

Providing exterior lighting and ITS consultancy and design services and specialising in the urban and inter-urban environment. Our services span the complete Project Life Cycle for both the Public and Private Sector

Chartered engineer with wide experience in exterior and public realm lighting. All types and scales of project, including transport, tunnels, property development (both commercial and residential) and sports facilities. Particular expertise in planning advice, environmental impact assessment and expert witness.

Colin Fish

Ian Runciman

WSP | Parsons Brinckerhof

LED

www.bec-consulting.co.uk

IEng MILP

Peterborough PE1 5XG

Simon Bushell MBA DMS IEng MILP

SSE Enterprise Lighting

Portsmouth PO6 1UJ T: +44 (0)2392276403 M: 07584 313990 E: simon.bushell@ssecontracting.com

www.sseenterprise.co.uk Professional consultancy from the largest external lighting contractor maintaining 1.5m lights in the UK and Ireland. Exterior lighting/electrical design for Motorways, Highways, Architectural, Car Parks, Public Spaces and Sports lighting. From advice on carbon reduction strategies to delivering the whole installation package.

www.mma-consultancy.co.uk

MA BEng(Hons) CEng MIET MILP Stockport, SK4 1AS

www.4wayconsulting.com

IEng MILP

Hertford SG13 7NN

T: 07825 843524 E: colin.fish@wspgroup.com

www.wspgroup.com

Providing design and technical services for all applications of exterior and interior lighting from architectural to sports, rail, area, highways and associated infrastructure. Expert surveys and environmental impact assessments regarding the effect of lighting installations on wildlife and the community.

www.atkinsglobal.com

BSc (Hons) CEng MILP MSLL Oxted RH8 9EE

T: +44(0) 1883 718690 E:tony.price@vanguardiaconsulting.co.uk

www.vanguardiaconsulting.co.uk

BEng (Hons) CEng MILP

Cumbernauld G68 9LD

M: 07726 358955 T: 01236 805995 E: ian.runciman@lightandenergy.co.uk

www.lightandenergy.co.uk

Professional lighting consultancy offering technical advice, design and management for exterior and hazardous area lighting, services for architectural lighting using the latest colour changing technologies and advice on energy and asset management, policy and strategy preparation..

Simon Butt

Stephen Halliday

Alistair Scott

Capita

WSP | Parsons Brinckerhof

Designs for Lighting Ltd

BEng(Hons) CEng, MICE, MILP, MAPM Blackburn, BB2 1AU

EngTech AMILP

Manchester M50 3SP

BSc (Hons) CEng FILP MIMechE Winchester SO23 7TA

www.capita.co.uk/infrastructure

T: 0161 886 2532 E: stephen.halliday@wspgroup.com

Capita are a market leading design consultant, who specialise in street lighting design, LED retrofit schemes and project management. We also provide budget reducing solutions through technical expertise in products, specifications and procurement. We offer energy reduction advice, funding mechanisms and financial evaluations.

www.wspgroup.com

T: 01962 855080 M: 07790 022414 E: alistair@designsforlighting.co.uk

Public and private sector professional services providing design, technical support, contract and policy development for all applications of exterior lighting and power from architectural to sports, area and highways applications. PFI technical advisor and certifier support, HERS registered personnel.

Professional lighting design consultancy offering technical advice, design and management services for exterior/interior applications for highway, architectural, area, tunnel and commercial lighting. Advisors on lighting and energy saving strategies, asset management, visual impact assessments and planning.

Lorraine Calcott

Philip Hawtrey

Anthony Smith

it does lighting ltd

Mouchel

Stainton Lighting Design Services Ltd

T: 01254 273000 E: simon.butt@capita.co.uk

IEng MILP MSLL MIoD

Milton Keynes, MK14 6GD

T: 01908 698869 E: Information@itdoes.co.uk

www.itdoes.co.uk

Award winning lighting design practice specialising in interior, exterior, flood and architectural lighting with an emphasis on section 278/38, town centre regeneration and mitigation for ecology issues within SSSI’s/SCNI’s.Experts for the European Commission and specialists in circadian lighting

BTech IEng MILP MIET

Sutton Coldfield B72 1PH

Widely experienced professional technical consultancy services in exterior lighting and electrical installations, providing sustainable and innovative solutions, environmental assessments, ‘Invest to Save’ strategies, lighting policies, energy procurement, inventory management and technical support. PFI Technical Advisor, Designer and Independent Certifier.

Specialist in: Motorway, Highway Schemes, Illumination of Buildings, Major Structures, Public Artworks, Amenity Area Lighting, Public Spaces, Car Parks, Sports Lighting, Asset Management, Reports, Plans, Assistance, Maintenance Management, Electrical Design and Communication Network Design.

Clayton Fourie Consultancy Ltd

WSP | Parsons Brinckerhof

BEng(Hons) CEng FILP FSLL London WC2A 1AF

T: 07722 111424 E: claytonfourie@aol.com

T: 07827 306483 E: allan.howard@wspgroup.com

Internationally experienced multi-disciplinary consultants. We provide design and technical advice on all aspects of exterior lighting, hazardous area lighting, traffic signals and other highway electrical works.We also provide Planning Advice, Road Safety Audits and Expert Witness Services

Professional artificial and daylight lighting services covering design, technical support, contract and policy development including expert advice and analysis to develop and implement energy and carbon reduction strategies.

Expert witness regarding obtrusive lighting, light nuisance and environmental impact investigations.

www.clayton-fourie-consultancy.com

Stockton on Tees TS23 1PX

T: 01642 565533 E: enquiries@staintonlds.co.uk

Allan Howard

Edinburgh, EH15 3RT

Eng FILP

www.mouchel.com

T: 04489 501091 E: philip.hawtrey@mouchel.com

Euan Clayton IEng MILP

www.designsforlighting.co.uk

www.wspgroup.com

www.staintonlds.co.uk

Nick Smith IEng MILP

Nick Smith Associates Limited Chesterfield, S40 3JR

T: 01246 229444 F: 01246 270465 E: mail@nicksmithassociates.com

www.nicksmithassociates.com Specialist exterior lighting consultant. Private and adopted lighting and electrical design for highways, car parks, area and sports lighting.

Lighting Impact assessments, expert witness and CPD accredited Lighting design AutoCAD and Lighting Reality training courses

Neither Lighting Journal nor the ILP is responsible for any services supplied or agreements entered into as a result of this listing.

Go to: www.ilp.org.uk for more information and individual expertise Alan Tulla IEng FILP FSLL

Michael Walker

Winchester, SO22 4DS

WSP | Parsons Brinckerhoff

CMS IEng MILP

Alan Tulla Lighting

Ferrybridge, WF11 8NA, UK

T: 01962 855720 M:0771 364 8786 E: alan@alantullalighting.com

T: 0197 7632 502 E: Michael.Walker@pbworld.com

www.pbworld.com

www.alantullalighting.com Site surveys of sports pitches, road lighting and offices. Architectural lighting for both interior and exterior. Visual Impact Assessments for planning applications. Specialises in problem solving and out-of-the-ordinary projects.

Public and private sector professional services providing design, technical support, contract and policy development for all applications of exterior lighting and power from architectural to sports, area and highways applications. PFI technical advisor and certifier support, HERS registered personnel.

This directory gives details of suitably qualified, individual members of the Institution of Lighting Professionals (ILP) who offer consultancy services.

RECRUITMENT

Lighting Opportunities with Mouchel Consulting Are you looking for a challenging and varied Lighting Engineering role within the Intelligent Transport Services business of a major organisation?

As a leading provider of highways design and management consultancy across the UK and Middle East, we are currently experiencing a period of growth, fuelled by a record order book and significant contract wins. Our recent project wins provide the perfect platform for progressing your career.

It is with this in mind that Mouchel Consulting are recruiting for qualified and experienced Lighting Engineers to join our existing team to promote and deliver technical excellence and efficiency within our ITS business. The positions are to be located at one of the following offices: Sutton Coldfield, Uddingston, Manchester, Liverpool or Maidstone.

We currently have the following vacancies:

Senior ITS Lighting Engineer (Ref: MIS00778) ITS Lighting Engineer (Ref: MIS00781) Assistant ITS Lighting Engineer (Ref: MIS00784) We are seeking individuals who understand our values and express commitment to them. We want our staff to strive continuously to innovate in how they perform and work with our clients and to deliver excellence.

If you have a degree or equivalent in an appropriate discipline, an understanding of the engineering discipline and an appreciation of all aspects of road lighting in the transport and technology sector

then we would like to hear from you. Professional registration with the Engineering Council would be advantageous.

There are many reasons to join Mouchel Consulting. You will feel valued and you will be rewarded. You will enjoy making a difference in an exciting environment. We are committed to hiring and developing talented individuals and are keen to hear from people who can help us build on our success.

Our continued success depends on attracting, retaining and developing the best talent, which is why we would like to invite you to visit www.mouchel.com to apply for these exciting opportunities.

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ELECTRICAL DISTRIBUTION

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The most approved system by Highways Engineers

CUT OUTS & ISOLATORS

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METER ADMINISTRATION

Meter Administrator Power Data Associates Ltd are the leading meter administrator in Great Britain. We achieve accurate energy calculations assuring you of a cost effective quality service. Offering independent consultancy advice to ensure correct inventory coding, unmetered energy forecasting and impact of market developments.

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info@PowerDataAssociates.com www.PowerDataAssociates.com Wrest Park, Silsoe, Beds MK45 4HR

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More information is available from: Head Office City Illuminations Ltd Griffin House, Ledson Road, Roundthorn Ind Est Manchester M23 9GP

COLUMN INSPECTION & TESTING

Tel: 0161 969 5767 Fax: 0161 945 8697 Email: dave@cityilluminations.co.uk

Non-destructive testing at the root, base, swaged joint and full visual inspection of steel lighting columns.

Techniques employed include the unique Relative Loss of Section meter and Swaged Joint Analyser in addition to the traditional Magnetic Particle inspection and Ultra Sonics where appropriate.

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LIGHTING Designers and manufacturers of street and amenity lighting.

319 Long Acre Nechells Birmingham UK B7 5JT t: +44(0)121 678 6700 f: +44(0)121 678 6701 e: sales@candela.co.uk

TRAINING SERVICES

candela L I G H T

CPD Accredited Training • AutoCAD (basic or advanced) • Lighting Reality • AutoluxLighting Standards • Lighting Design Techniques • Light Pollution • Tailored Courses please ring

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Venues by arrangement Contact Nick Smith

Nick Smith Associates Ltd 36 Foxbrook Drive, Chesterfield, S40 3JR t: 01246 229 444 f: 01246 270 465 e : mail@nicksmithassociates.com w: www.nicksmithassociates.com

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HAGNER PHOTOMETRIC INSTRUMENTS LTD PO Box 210, Havant, PO9 9BT Tel: 07900 571022 E-mail: enquiries@ hagnerlightmeters.com

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LIGHTING DIRECTORY LIGHTING DIRECTORY LIGHTING DIRECTORY LIGHTING

DIRECTORY

5 May 3 March

Lighting Design Awards (Supported by the ILP) Venue: London Hilton, Park Lane http://awards.lighting.co.uk/

Practical Street Lighting (Organised by the ILP) Venue: Regent House, Rugby www.theilp.org.uk/events

14 May

Joint Midland/Western Region technical meeting Venue: Gala Club, Fairmile Gardens, Longford, Gloucester GL2 www.theilp.org.uk/events

13 May

9 March

13-18 March

Light + Building, Frankfurt http://light-building.messefrankfurt.com/frankfurt/en/besucher/ willkommen.html

17 March

North East Region technical meeting Venue: Newcastle www.theilp.org.uk/events

11 April

Exterior Lighting Diploma â&#x20AC;&#x201C; module 2 (Organised by the ILP) Venue: The Draycote Hotel, Thurlaston, Warwickshire www.theilp.org.uk/events

21 April

Lightscene Venue: Stadium of Light, Sunderland www.theilp.org.uk/events

For full listings of all regional and national ILP events go to: www.theilp.org.uk/events

Midlands Region gala dinner Venue: Leicester Marriot www.theilp.org.uk/events

Exterior Lighting Diploma â&#x20AC;&#x201C; module 3 (Organised by the ILP) Venue: The Draycote Hotel, Thurlaston, Warwickshire www.theilp.org.uk/events

15-16 June

2016 Professional Lighting Summit: Venue: Waterside Hotel, Brighton www.theilp.org.uk/events

Skira architectural lighting design, Pula, Croatia, winners of a 2015 Lighting Design Award

Don’t miss the industry’s biggest night out

LIGHTING AWARDS 2016

* Keynote address by Lighting Design Awards judge emeritus Howard Brandston

LONDON HILTON, PARK LANE | THURSDAY 5 MAY 2016

book your table now: lightingawards.com