SIST-TP CEN/TR 13201-1:2015
(Main)Road lighting - Part 1: Guidelines on selection of lighting classes
Road lighting - Part 1: Guidelines on selection of lighting classes
The decision on whether a road should be lit is defined in the national road lighting policy. This varies by country or municipality. Specific guidelines are usually available at national level for each country. This Technical Report does not give the criteria on which a decision to light an area can be made, nor on how a lighting installation should be used. Further guidance is given in CIE 115:2010 (Paragraph 1.2 and Annex A).
This Technical Report specifies the lighting classes set out in EN 13201-2 and gives guidelines on the selection of the most appropriate class for a given situation. To do this, it includes a system to define appropriate lighting classes for different outdoor public areas in terms of parameters relevant to guarantee the aims presented in introductions.
The methods presented in Clauses 5, 6 and 7 have to be considered as the starting points of a comprehensive approach for the normal road lighting. In that sense, the models cannot cover all the different road cases; they introduce general parameters and the impact on lighting requirements. Only the real situation and its unique characteristics (geometry of the road, marking, visual environment, difficulty of the navigation task, lack of visibility, risks of glares due to existing elements, local weather, specific users such as high rate of elderly or visually impaired people, etc.) can lead to a final determination of the appropriate lighting class applying risk evaluation techniques.
The visual needs of road users under reduced traffic volumes during certain periods of night or under varying weather conditions, and the positive benefits of reduced energy consumption and potential environmental improvements, are some of the considerations which justify the installation of adaptive road lighting. There are a variety of suitable instruments, devices and methods which can be used for the intelligent control of a road lighting installation. The control systems range from very simple to the most sophisticated applications. Annex B is of assistance in choosing the correct lighting level when adaptive lighting is used as it provides a more refined evaluation of the luminance or illuminance levels within the specific lighting class. Whilst the luminance or illuminance levels may be varied to suit reduced traffic volumes, weather conditions or other parameters the quality parameters of the applicable lighting class specified in EN 13201-2 should be maintained at all times.
Renewal or refurbishment of obsolete and uneconomic installations is important. It may be possible to obtain more adapted lighting levels with lower energy consumption using new designs and new technology. The upgrading of lighting and control systems will often give good cost-benefit ratios and short amortisation periods.
This document does not give guidelines on the selection of lighting classes for toll stations, tunnels or canals and locks.
Straßenbeleuchtung - Teil 1: Leitfaden zur Auswahl der Beleuchtungsklassen
Éclairage public - Partie 1: Sélection des classes d'éclairage
La décision d'éclairer ou non une route est définie dans la politique nationale en matière d'éclairage public. Elle varie donc d'un pays ou d'une municipalité à l'autre. Des lignes directrices spécifiques sont généralement disponibles au niveau national, pour chaque pays. Le présent Rapport technique ne se prononce pas sur les critères justifiant ou non l'éclairage d'une zone donnée, ni sur la façon dont il convient d'utiliser une installation d'éclairage. La publication CIE 115:2010 (paragraphe 1.2 et Annexe A) donne des orientations complémentaires sur ce sujet.
Le présent Rapport technique spécifie les classes d'éclairage mentionnées dans l'EN 13201-2 et fournit des lignes directrices pour sélectionner la classe la mieux adaptée à une situation donnée. À ce titre, il fait appel à un système visant à définir des classes d'éclairage appropriées pour différentes zones publiques extérieures en termes de paramètres pertinents pour atteindre les buts exposés en préambule.
Les méthodes exposées aux Articles 5, 6 et 7 doivent être considérées comme les points de départ d'une approche globale en matière d'éclairage public normal. En ce sens, les modèles ne peuvent pas couvrir la totalité des différents cas routiers ; ils présentent les paramètres généraux ainsi que leur impact sur les exigences d'éclairage. Seule la situation réelle et ses caractéristiques spécifiques (géométrie de la route, marquage, environnement visuel, difficulté de la tâche de navigation, manque de visibilité, risques d'éblouissements dus aux éléments existants, conditions météorologiques locales, usagers spécifiques tels qu'une forte proportion de personnes âgées ou malvoyantes, etc.) peuvent conduire à la détermination finale de la classe d'éclairage appropriée en utilisant des techniques d'évaluation des risques.
Les besoins visuels des usagers de la route avec un volume de trafic réduit pendant certaines périodes nocturnes ou en cas de conditions météorologiques variables, ainsi que les avantages liés à la réduction de la consommation d'énergie et les améliorations potentielles pour l'environnement, ne sont que quelques facteurs qui justifient l'installation d'un éclairage public adaptatif. Il existe un large éventail d'instruments, de dispositifs et de méthodes qui peuvent être utilisés pour piloter une installation d'éclairage public de manière intelligente. Les systèmes de commande varient du système très simple aux applications les plus sophistiquées. L'Annexe B peut s'avérer utile dans le choix d'un niveau d'éclairage correct en cas d'utilisation d'un éclairage adaptatif car elle fournit une évaluation plus fine des niveaux de luminance ou d'éclairement dans la classe d'éclairage spécifique. Bien que les niveaux de luminance ou d'éclairement puissent varier pour s'adapter à un volume de trafic réduit, aux conditions météorologiques ou à d'autres paramètres, il convient de maintenir en permanence les paramètres de qualité de la classe d'éclairage applicable spécifiée dans l'EN 13201-2.
Il est important de renouveler ou de remettre à neuf les installations obsolètes et non rentables. L'utilisation de conceptions et technologies nouvelles peut permettre d'obtenir des niveaux d'éclairage mieux adaptés, tout en réduisant la consommation d'énergie. La mise à niveau des systèmes d'éclairage et de commande engendrera souvent de bons rapports coût-bénéfice et de courtes périodes d'amortissement.
Par ailleurs, le présent document ne donne pas de directives quant au choix des classes d'éclairage pour les gares de péage, les tunnels, les canaux et les écluses.
Cestna razsvetljava - 1. del: Smernice za izbiro svetlobnotehničnih razredov
Odločitev o tem, ali naj bo cesta osvetljena, je opredeljena v nacionalni politiki o cestni razsvetljavi. Ta se razlikuje glede na državo ali občino. Običajno so na nacionalni ravni za vsako državo na voljo posebne smernice. To tehnično poročilo ne določa meril za sprejemanje odločitev o razsvetljavi določenega območja niti meril o tem, kako naj se uporablja razsvetljava. Dodatna navodila so navedena v standardu CIE 115:2010 (odstavek 1.2 in dodatek A).
To tehnično poročilo opredeljuje razrede za razsvetljavo, določene v standardu EN 13201-2, in zagotavlja smernice za izbiro najustreznejšega razreda za posamezno situacijo. Za ta namen vključuje sistem za določitev ustreznih razredov za razsvetljavo za različne javne površine na prostem glede na parametre, pomembne za zagotavljanje ciljev iz uvoda.
Metode iz točk 5, 6 in 7 je treba upoštevati kot izhodišča celovitega pristopa za običajno cestno razsvetljavo. V tem smislu modeli ne morejo zajemati vseh primerov cest; uvajajo splošne parametre in vpliv na zahteve glede razsvetljave. Le na podlagi dejanske situacije in njenih posebnih značilnosti (geometrija ceste, označevanje, vizualno okolje, zahtevnost vožnje, slaba vidljivost, nevarnost bleščanja zaradi obstoječih elementov, lokalne vremenske razmere, značilni uporabniki, npr. visok delež starejših ali slabovidnih oseb itd.) se lahko končno določi ustrezen razred za razsvetljavo z uporabo tehnik za oceno tveganja.
Vizualne potrebe uporabnikov cest v času manj gostega prometa v nekaterih obdobjih noči ali v različnih vremenskih razmerah ter pozitivni učinki manjše porabe energije in morebitne koristi za okolje so nekateri od vidikov, ki upravičujejo namestitev prilagodljive cestne razsvetljave. Obstajajo različni primerni instrumenti, naprave in metode, ki se lahko uporabijo za inteligenten nadzor namestitve cestne razsvetljave. Kontrolni sistemi so zelo različni, od zelo enostavnih pa do najnaprednejših aplikacij. Dodatek B se lahko uporabi pri izbiri pravilne ravni razsvetljave, če se uporablja prilagodljiva razsvetljava, saj zagotavlja podrobnejšo oceno ravni svetlosti ali nesvetlosti znotraj posameznih razredov za razsvetljavo. Čeprav se lahko ravni svetlosti ali nesvetlosti spremenijo, da ustrezajo manj gostemu prometu, vremenskim pogojem ali drugim parametrom, naj se parametri kakovosti zadevnega razreda za razsvetljavo iz standarda EN 13201-2 ohranijo v vseh primerih.
Obnovitev ali prenova zastarelih in ekonomsko neperspektivnih razsvetljav je pomembna. Včasih je mogoče z novimi zasnovami in novo tehnologijo zagotoviti bolj prilagojene ravni razsvetljave z manjšo porabo energije. S posodobitvijo sistemov razsvetljave in kontrolnih sistemov se pogosto dosežejo dobra razmerja med stroški in koristmi ter kratka obdobja amortizacije.
Ta dokument ne vsebuje smernic za izbor razredov za razsvetljavo cestninskih postaj, predorov ali kanalov in zapor.
General Information
Relations
Buy Standard
Standards Content (Sample)
SLOVENSKI STANDARD
SIST-TP CEN/TR 13201-1:2015
01-marec-2015
Nadomešča:
SIST-TP CEN/TR 13201-1:2004
Cestna razsvetljava - 1. del: Smernice za izbiro svetlobnotehničnih razredov
Road lighting - Part 1: Guidelines on selection of lighting classes
Straßenbeleuchtung - Teil 1: Leitfaden zur Auswahl der Beleuchtungsklassen
Éclairage public - Partie 1: Sélection des classes d'éclairage
Ta slovenski standard je istoveten z: CEN/TR 13201-1:2014
ICS:
93.080.40 Cestna razsvetljava in Street lighting and related
pripadajoča oprema equipment
SIST-TP CEN/TR 13201-1:2015 en,fr,de
2003-01.Slovenski inštitut za standardizacijo. Razmnoževanje celote ali delov tega standarda ni dovoljeno.
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SIST-TP CEN/TR 13201-1:2015
TECHNICAL REPORT
CEN/TR 13201-1
RAPPORT TECHNIQUE
TECHNISCHER BERICHT
December 2014
ICS 93.080.40 Supersedes CEN/TR 13201-1:2004
English Version
Road lighting - Part 1: Guidelines on selection of lighting classes
Éclairage public - Partie 1: Sélection des classes Straßenbeleuchtung - Teil 1: Leitfaden zur Auswahl der
d'éclairage Beleuchtungsklassen
This Technical Report was approved by CEN on 9 December 2013. It has been drawn up by the Technical Committee CEN/TC 169.
CEN members are the national standards bodies of Austria, Belgium, Bulgaria, Croatia, Cyprus, Czech Republic, Denmark, Estonia,
Finland, Former Yugoslav Republic of Macedonia, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania,
Luxembourg, Malta, Netherlands, Norway, Poland, Portugal, Romania, Slovakia, Slovenia, Spain, Sweden, Switzerland, Turkey and United
Kingdom.
EUROPEAN COMMITTEE FOR STANDARDIZATION
COMITÉ EUROPÉEN DE NORMALISATION
EUROPÄISCHES KOMITEE FÜR NORMUNG
CEN-CENELEC Management Centre: Avenue Marnix 17, B-1000 Brussels
© 2014 CEN All rights of exploitation in any form and by any means reserved Ref. No. CEN/TR 13201-1:2014 E
worldwide for CEN national Members.
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Contents Page
Foreword .3
Introduction .4
1 Scope .5
2 Normative references .5
3 Terms and definitions .6
4 Outline of selection procedure .8
5 Lighting classes for motorised traffic (M) .9
6 Lighting classes for conflict areas (C) . 10
7 Lighting classes for pedestrian and low speed areas (P) . 12
Annex A (informative) Examples for M and P lighting classes . 14
A.1 Examples for lighting class M . 14
A.2 Example for lighting class P . 15
Annex B (informative) Alternative method for selection of lighting classes . 17
B.1 General . 17
B.2 Lighting classes for motorised traffic and conflict areas. 18
B.3 Lighting classes for pedestrian and low speed areas . 21
B.4 Example of use of Table B.1 and Figure B.1 . 23
Bibliography . 26
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Foreword
This document (CEN/TR 13201-1:2014) has been prepared by Technical Committee CEN/TC 169 “Light and
lighting”, the secretariat of which is held by DIN.
Attention is drawn to the possibility that some of the elements of this document may be the subject of patent
rights. CEN [and/or CENELEC] shall not be held responsible for identifying any or all such patent rights.
This document supersedes CEN/TR 13201-1:2004.
This revised publication includes a simplified system of guidelines for selection of the lighting classes. The
most important parameters are listed for the different lighting situations - motorised traffic areas, conflict areas,
and pedestrian/low speed areas. The parameters include the design speed, the traffic volume and traffic
composition, the function of the overall layout of the road, and the environmental conditions.
Road lighting is dealt with by CEN as follows:
— CEN/TR 13201-1: Road lighting – Part 1: Guidelines on selection of lighting classes.
— EN 13201-2: Road lighting – Part 2: Performance requirements
— EN 13201-3: Road lighting – Part 3: Calculation of performance
— EN 13201-4: Road lighting – Part 4: Methods of measuring lighting performance
— prEN 13201-5: Road lighting – Part 5: Energy performance indicators
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Introduction
This document offers guidance on the selection of lighting classes and related aspects. It is applicable to fixed
lighting installations intended to provide good visibility to users of outdoor public traffic areas during the hours
of darkness to support traffic safety, traffic flow and public security.
The document offers two alternative examples of selection of lighting classes, one based on simple lighting
class and the other giving a more refined result within the lighting class. Both methods provide comparable
lighting classes and are interchangeable. Any adaptation of either of these methods or any other method can
be used instead, on the national level.
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1 Scope
This Technical Report specifies the lighting classes set out in EN 13201-2 and gives guidelines on the
selection of the most appropriate class for a given situation. To do this, it includes a system to define
appropriate lighting classes for different outdoor public areas in terms of parameters relevant to guarantee the
aims presented in introductions.
The decision on whether a road should be lit is defined in the national road lighting policy. This varies by
country or municipality. Specific guidelines are usually available at national level for each country. This
Technical Report does not give the criteria on which a decision to light an area can be made, nor on how a
lighting installation should be used. Further guidance is given in CIE 115:2010 (Paragraph 1.2 and Annex A).
The methods presented in Clauses 5, 6 and 7 have to be considered as the starting points of a
comprehensive approach for the normal road lighting. In that sense, the models cannot cover all the different
road cases; they introduce general parameters and the impact on lighting requirements. Only the real situation
and its unique characteristics (geometry of the road, marking, visual environment, difficulty of the navigation
task, lack of visibility, risks of glares due to existing elements, local weather, specific users such as high rate
of elderly or visually impaired people, etc.) can lead to a final determination of the appropriate lighting class
applying risk evaluation techniques.
The visual needs of road users under reduced traffic volumes during certain periods of night or under varying
weather conditions, and the positive benefits of reduced energy consumption and potential environmental
improvements, are some of the considerations which justify the installation of adaptive road lighting. There are
a variety of suitable instruments, devices and methods which can be used for the intelligent control of a road
lighting installation. The control systems range from very simple to the most sophisticated applications.
Annex B is of assistance in choosing the correct lighting level when adaptive lighting is used as it provides a
more refined evaluation of the luminance or illuminance levels within the specific lighting class. Whilst the
luminance or illuminance levels may be varied to suit reduced traffic volumes, weather conditions or other
parameters the quality parameters of the applicable lighting class specified in EN 13201-2 should be
maintained at all times.
Renewal or refurbishment of obsolete and uneconomic installations is important. It may be possible to obtain
more adapted lighting levels with lower energy consumption using new designs and new technology. The
upgrading of lighting and control systems will often give good cost-benefit ratios and short amortisation
periods.
This document does not give guidelines on the selection of lighting classes for toll stations, tunnels or canals
and locks.
2 Normative references
The following documents, in whole or in part, are normatively referenced in this document and are
indispensable for its application. For dated references, only the edition cited applies. For undated references,
the latest edition of the referenced document (including any amendments) applies.
EN 13201-2, Road lighting - Part 2: Performance requirements
EN 13201-3, Road lighting - Part 3: Calculation of performance
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3 Terms and definitions
For the purposes of this document, the terms and definitions given in EN 13201-2 and EN 13201-3 and the
following apply.
3.1
normal lighting class
class with the maximum value of average luminance or illuminance at any period of operation
3.2
adaptive lighting
temporal controlled changes in luminance or illuminance in relation to traffic volume, time, weather or other
parameters
3.3
motorised traffic (M)
motor powered vehicles
3.4
conflict area (C)
relevant area where motorised traffic streams intersect each other or overlap areas frequented by other user
types
3.5
pedestrians and low speed area (P)
relevant area reserved for use by people on foot or using bicycle, and drivers of motorised vehicles at low
speed (≤ 40 km/h)
3.6
design speed
speed selected for purposes of design and correlation of the geometric features of a road and is a measure of
the quality of design offered by the road
Note 1 to entry: It is the highest continuous speed at which individual vehicles can travel with safety on a road when
weather conditions are favourable and traffic density is so low that the safe speed is determined by the geometric features
of the road.
3.7
traffic volume
the number of vehicles passing a given point in a stated time period in both directions
Note 1 to entry: E.g. average daily traffic is measured as number of vehicles per day.
3.8
maximum capacity
maximum rate of flow at which vehicles can be reasonably expected to traverse a point or uniform segment of
a lane or carriageway during a specified time period under prevailing road, traffic and control conditions
Note 1 to entry: Usually expressed as veh/h or veh/d.
3.9
traffic density
number of vehicles occupying a given length of lane or carriageway averaged over time
Note 1 to entry: Usually expressed as veh/km or veh/km/lane.
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3.10
traffic composition
distribution of vehicle types in the traffic stream, directional distribution of traffic, lane use distribution of traffic,
and type of driver population on a given facility
Note 1 to entry: In this report simplified: mixed and motorised only.
3.11
junction
place where several traffic routes meet, join, or cross each other, and a location where traffic can change
between different routes
3.12
intersection
general area where two or more roads join or cross at the same level, within which are included the
carriageway and roadside facilities for traffic movements
3.13
interchange
grade-separated junction with one or more turning ramps for travel between the through roads
3.14
ambient luminosity
assessed luminance levels of the surroundings
3.15
visual guidance / traffic control
means that ensure that motorists are given adequate information on the course of the road
3.16
facial recognition
visual task of pedestrians consisting of a recognition of a face at certain distances that allows to take evasive
or defensive action if thought necessary
Note 1 to entry: Generally, facial recognition requires an overall minimum lighting value at a distance where the
recognition of a face is possible.
Note 2 to entry: An ideal facial recognition distance is 10 m – the point of transition between “close” and “not-close”
phases.
3.17
relevant area
part of the public traffic area under consideration
3.18
non-motorised
pedestrians and pedal cyclists
3.19
separation of carriageways
central reserve and/or guardrail
3.20
difficulty of navigational task
degree of effort necessary by the road user, as a result of the information presented, to select route and lane,
and to maintain or change speed and position on the carriageway
Note 1 to entry: Visual guidance provided by the road is part of this information.
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4 Outline of selection procedure
In this Technical Report, a number of the most important parameters are listed for the different lighting
situations - motorised traffic areas, conflict areas, and pedestrian and low speed areas. These parameters
include the design speed, the traffic volume and traffic composition, the function and the overall layout of the
road, and the environmental conditions.
Selection procedures, parameters and weighting values presented in the main text of this document are based
on ones defined in CIE 115:2010, Lighting of roads for motor and pedestrian traffic. Annex B is an alternative
method of selection of lighting classes which allows refined evaluation of the luminance or illuminance levels
given for each class in EN 13201-2.
In many cases public areas consist of more than just one traffic area, e.g. often there is a carriageway with
adjacent footway or cycle path. As users of the different traffic areas have different visual demands, the
respective relevant parameters have to be considered during the selection process.
In selecting the normal (design) lighting class the maximum value of the selection parameters likely to occur at
any period of operation should be considered, e.g. for traffic volume consider peak hourly value. For simplicity,
in this document only the main parameters are summarized for ordinary motorised traffic, for conflict areas
and for pedestrian and low speed areas. The descriptions of the parameters and the associated options are
broad so that they can be interpreted to suit the individual requirements of national recommendations. In some
cases risk analysis or other consideration (environmental for example) could lead to the consideration of other
parameters.
As indicated above, the normal (design) lighting class is selected using the most onerous parameter values,
however, the application of this class may not be justified throughout the hours of darkness due to changing
conditions, e.g. weekends, different weather conditions, different traffic volumes, etc. Temporal changes in the
parameters under consideration when selecting the normal (design) lighting class could allow, or may require,
an adaptation of the normal level of average luminance or illuminance, usually by reducing the level. The most
important parameters in this respect are likely to be traffic volume, traffic composition, real time reflection
properties of pavement and current state of road surface (dark, light, dry, wet, salty, snowy), but ambient
luminosity can also have an influence.
The adaptive lighting level or levels should be the average luminance or illuminance selected from a class or
classes in the same table from which the normal lighting class has been selected. Tables 1, 3 and 4 can be
used to select the appropriate adaptive lighting class or classes for different periods of the hours of darkness
when the value of the selection parameters is significantly different.
When using adaptive lighting it is important that the changes in the average lighting level do not affect the
other quality criteria outside the limits given in the system of M, C or P lighting classes. Reducing the light
output from every light source by the same amount using dimming techniques will not affect luminance or
illuminance uniformity, or the object contrast, but the threshold contrast increases. Reducing the average level
by switching off some luminaires will not generally fulfill the quality requirements and is not recommended.
The use of adaptive lighting can provide significant reduction in energy consumption, compared with operating
the normal lighting class throughout the night. It can also be used to reduce energy consumption by reducing
the light output of the light source to the maintained value when the installation is clean and the light sources
are new.
Where the pattern of variation in parameter values is well known, such as from a record of traffic monitoring
stations (TMS) and weather stations (AWS) on traffic routes, or can be reasonably assumed, as in many
residential areas, a simple time based control system may be appropriate.
In other situations, an interactive control system linked to real-time data may be preferred. This approach will
permit the normal lighting class to be activated in the case of road works, serious accidents, bad weather or
poor visibility.
8
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The following Clauses 5, 6 and 7 describe the method of selecting lighting classes as defined in
CIE 115:2010. Alternatively, Annex B provides supplementary guidance about the level of requirement in each
class:
— maximum average maintained luminance or illuminance;
— refined average maintained luminance or illuminance within the range between minimum and maximum
values.
Both methods are suitable for all cases.
5 Lighting classes for motorised traffic (M)
The lighting classes M are intended for drivers of motorised vehicles on traffic routes, and in some countries
also on residential roads, allowing moderate to high driving speeds. The application of these classes depends
on the geometry of the relevant area and on the traffic and time dependant circumstances. The appropriate
lighting class has to be selected according to the function of the road, the design speed, the overall layout, the
traffic volume, traffic composition, and the environmental conditions.
At the final engineering stage of a new road the predicted traffic volume 10 years after opening of the road can
be used. For existing roads information from traffic monitoring systems can be used.
Table 1 incorporates the considered principles and values. At national level further developed code of practice
for road lighting is recommended based on the administrative or functional classification of roads. Close
cooperation with road lighting, traffic planning, highway engineering and traffic safety experts is required.
Maximum capacity values shall be obtained from traffic planning expert because figures vary according to
road and street classes.
For the determination of the lighting class M to be applied to a given situation the appropriate weighting values
(VW) have to be selected and added to find the sum of the weighting values (VWS). The number of the
lighting class M is then calculated as:
Number of lighting class M = 6 - VWS
Careful selection of appropriate weighting values in Table 1 will yield class numbers between 1 and 6. If the
sum of the weighting values (VWS) is < 0 the value 0 shall be applied. If the result M is ≤ 0 the lighting class
M1 shall be applied.
Table 1 — Parameters for the selection of lighting class M
a
Description
Weighting
Parameter Options
a
Value V
W
Very high v ≥ 100 km/h 2
High 70 < v < 100 km/h 1
Design speed or
speed limit
Moderate 40 < v ≤ 70 km/h -1
Low v ≤ 40 km/h -2
Motorways, Two lane routes
multilane routes
> 65 % of maximum > 45 % of maximum
Traffic volume High 1
capacity capacity
35 % - 65 % of 15 % - 45 % of
Moderate 0
maximum capacity maximum capacity
9
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a
Description
Weighting
Parameter Options
a
Value V
W
< 35 % of maximum < 15 % of maximum
Low -1
capacity capacity
Mixed with
high
2
percentage of
non-motorised
Traffic composition
Mixed 1
Motor
...
SLOVENSKI STANDARD
SIST-TP CEN/TR 13201-1:2015
01-marec-2015
1DGRPHãþD
SIST-TP CEN/TR 13201-1:2004
Cestna razsvetljava - 1. del: Smernice za izbor razredov za razsvetljavo
Road lighting - Part 1: Guidelines on selection of lighting classes
Straßenbeleuchtung - Teil 1: Leitfaden zur Auswahl der Beleuchtungsklassen
Éclairage public - Partie 1: Sélection des classes d'éclairage
Ta slovenski standard je istoveten z: CEN/TR 13201-1:2014
ICS:
93.080.40 &HVWQDUD]VYHWOMDYDLQ Street lighting and related
SULSDGDMRþDRSUHPD equipment
SIST-TP CEN/TR 13201-1:2015 en,fr,de
2003-01.Slovenski inštitut za standardizacijo. Razmnoževanje celote ali delov tega standarda ni dovoljeno.
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SIST-TP CEN/TR 13201-1:2015
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SIST-TP CEN/TR 13201-1:2015
TECHNICAL REPORT
CEN/TR 13201-1
RAPPORT TECHNIQUE
TECHNISCHER BERICHT
December 2014
ICS 93.080.40 Supersedes CEN/TR 13201-1:2004
English Version
Road lighting - Part 1: Guidelines on selection of lighting classes
Éclairage public - Partie 1: Sélection des classes Straßenbeleuchtung - Teil 1: Leitfaden zur Auswahl der
d'éclairage Beleuchtungsklassen
This Technical Report was approved by CEN on 9 December 2013. It has been drawn up by the Technical Committee CEN/TC 169.
CEN members are the national standards bodies of Austria, Belgium, Bulgaria, Croatia, Cyprus, Czech Republic, Denmark, Estonia,
Finland, Former Yugoslav Republic of Macedonia, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania,
Luxembourg, Malta, Netherlands, Norway, Poland, Portugal, Romania, Slovakia, Slovenia, Spain, Sweden, Switzerland, Turkey and United
Kingdom.
EUROPEAN COMMITTEE FOR STANDARDIZATION
COMITÉ EUROPÉEN DE NORMALISATION
EUROPÄISCHES KOMITEE FÜR NORMUNG
CEN-CENELEC Management Centre: Avenue Marnix 17, B-1000 Brussels
© 2014 CEN All rights of exploitation in any form and by any means reserved Ref. No. CEN/TR 13201-1:2014 E
worldwide for CEN national Members.
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Contents Page
Foreword .3
Introduction .4
1 Scope .5
2 Normative references .5
3 Terms and definitions .6
4 Outline of selection procedure .8
5 Lighting classes for motorised traffic (M) .9
6 Lighting classes for conflict areas (C) . 10
7 Lighting classes for pedestrian and low speed areas (P) . 12
Annex A (informative) Examples for M and P lighting classes . 14
A.1 Examples for lighting class M . 14
A.2 Example for lighting class P . 15
Annex B (informative) Alternative method for selection of lighting classes . 17
B.1 General . 17
B.2 Lighting classes for motorised traffic and conflict areas. 18
B.3 Lighting classes for pedestrian and low speed areas . 21
B.4 Example of use of Table B.1 and Figure B.1 . 23
Bibliography . 26
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Foreword
This document (CEN/TR 13201-1:2014) has been prepared by Technical Committee CEN/TC 169 “Light and
lighting”, the secretariat of which is held by DIN.
Attention is drawn to the possibility that some of the elements of this document may be the subject of patent
rights. CEN [and/or CENELEC] shall not be held responsible for identifying any or all such patent rights.
This document supersedes CEN/TR 13201-1:2004.
This revised publication includes a simplified system of guidelines for selection of the lighting classes. The
most important parameters are listed for the different lighting situations - motorised traffic areas, conflict areas,
and pedestrian/low speed areas. The parameters include the design speed, the traffic volume and traffic
composition, the function of the overall layout of the road, and the environmental conditions.
Road lighting is dealt with by CEN as follows:
— CEN/TR 13201-1: Road lighting – Part 1: Guidelines on selection of lighting classes.
— EN 13201-2: Road lighting – Part 2: Performance requirements
— EN 13201-3: Road lighting – Part 3: Calculation of performance
— EN 13201-4: Road lighting – Part 4: Methods of measuring lighting performance
— prEN 13201-5: Road lighting – Part 5: Energy performance indicators
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Introduction
This document offers guidance on the selection of lighting classes and related aspects. It is applicable to fixed
lighting installations intended to provide good visibility to users of outdoor public traffic areas during the hours
of darkness to support traffic safety, traffic flow and public security.
The document offers two alternative examples of selection of lighting classes, one based on simple lighting
class and the other giving a more refined result within the lighting class. Both methods provide comparable
lighting classes and are interchangeable. Any adaptation of either of these methods or any other method can
be used instead, on the national level.
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1 Scope
This Technical Report specifies the lighting classes set out in EN 13201-2 and gives guidelines on the
selection of the most appropriate class for a given situation. To do this, it includes a system to define
appropriate lighting classes for different outdoor public areas in terms of parameters relevant to guarantee the
aims presented in introductions.
The decision on whether a road should be lit is defined in the national road lighting policy. This varies by
country or municipality. Specific guidelines are usually available at national level for each country. This
Technical Report does not give the criteria on which a decision to light an area can be made, nor on how a
lighting installation should be used. Further guidance is given in CIE 115:2010 (Paragraph 1.2 and Annex A).
The methods presented in Clauses 5, 6 and 7 have to be considered as the starting points of a
comprehensive approach for the normal road lighting. In that sense, the models cannot cover all the different
road cases; they introduce general parameters and the impact on lighting requirements. Only the real situation
and its unique characteristics (geometry of the road, marking, visual environment, difficulty of the navigation
task, lack of visibility, risks of glares due to existing elements, local weather, specific users such as high rate
of elderly or visually impaired people, etc.) can lead to a final determination of the appropriate lighting class
applying risk evaluation techniques.
The visual needs of road users under reduced traffic volumes during certain periods of night or under varying
weather conditions, and the positive benefits of reduced energy consumption and potential environmental
improvements, are some of the considerations which justify the installation of adaptive road lighting. There are
a variety of suitable instruments, devices and methods which can be used for the intelligent control of a road
lighting installation. The control systems range from very simple to the most sophisticated applications.
Annex B is of assistance in choosing the correct lighting level when adaptive lighting is used as it provides a
more refined evaluation of the luminance or illuminance levels within the specific lighting class. Whilst the
luminance or illuminance levels may be varied to suit reduced traffic volumes, weather conditions or other
parameters the quality parameters of the applicable lighting class specified in EN 13201-2 should be
maintained at all times.
Renewal or refurbishment of obsolete and uneconomic installations is important. It may be possible to obtain
more adapted lighting levels with lower energy consumption using new designs and new technology. The
upgrading of lighting and control systems will often give good cost-benefit ratios and short amortisation
periods.
This document does not give guidelines on the selection of lighting classes for toll stations, tunnels or canals
and locks.
2 Normative references
The following documents, in whole or in part, are normatively referenced in this document and are
indispensable for its application. For dated references, only the edition cited applies. For undated references,
the latest edition of the referenced document (including any amendments) applies.
EN 13201-2, Road lighting - Part 2: Performance requirements
EN 13201-3, Road lighting - Part 3: Calculation of performance
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3 Terms and definitions
For the purposes of this document, the terms and definitions given in EN 13201-2 and EN 13201-3 and the
following apply.
3.1
normal lighting class
class with the maximum value of average luminance or illuminance at any period of operation
3.2
adaptive lighting
temporal controlled changes in luminance or illuminance in relation to traffic volume, time, weather or other
parameters
3.3
motorised traffic (M)
motor powered vehicles
3.4
conflict area (C)
relevant area where motorised traffic streams intersect each other or overlap areas frequented by other user
types
3.5
pedestrians and low speed area (P)
relevant area reserved for use by people on foot or using bicycle, and drivers of motorised vehicles at low
speed (≤ 40 km/h)
3.6
design speed
speed selected for purposes of design and correlation of the geometric features of a road and is a measure of
the quality of design offered by the road
Note 1 to entry: It is the highest continuous speed at which individual vehicles can travel with safety on a road when
weather conditions are favourable and traffic density is so low that the safe speed is determined by the geometric features
of the road.
3.7
traffic volume
the number of vehicles passing a given point in a stated time period in both directions
Note 1 to entry: E.g. average daily traffic is measured as number of vehicles per day.
3.8
maximum capacity
maximum rate of flow at which vehicles can be reasonably expected to traverse a point or uniform segment of
a lane or carriageway during a specified time period under prevailing road, traffic and control conditions
Note 1 to entry: Usually expressed as veh/h or veh/d.
3.9
traffic density
number of vehicles occupying a given length of lane or carriageway averaged over time
Note 1 to entry: Usually expressed as veh/km or veh/km/lane.
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3.10
traffic composition
distribution of vehicle types in the traffic stream, directional distribution of traffic, lane use distribution of traffic,
and type of driver population on a given facility
Note 1 to entry: In this report simplified: mixed and motorised only.
3.11
junction
place where several traffic routes meet, join, or cross each other, and a location where traffic can change
between different routes
3.12
intersection
general area where two or more roads join or cross at the same level, within which are included the
carriageway and roadside facilities for traffic movements
3.13
interchange
grade-separated junction with one or more turning ramps for travel between the through roads
3.14
ambient luminosity
assessed luminance levels of the surroundings
3.15
visual guidance / traffic control
means that ensure that motorists are given adequate information on the course of the road
3.16
facial recognition
visual task of pedestrians consisting of a recognition of a face at certain distances that allows to take evasive
or defensive action if thought necessary
Note 1 to entry: Generally, facial recognition requires an overall minimum lighting value at a distance where the
recognition of a face is possible.
Note 2 to entry: An ideal facial recognition distance is 10 m – the point of transition between “close” and “not-close”
phases.
3.17
relevant area
part of the public traffic area under consideration
3.18
non-motorised
pedestrians and pedal cyclists
3.19
separation of carriageways
central reserve and/or guardrail
3.20
difficulty of navigational task
degree of effort necessary by the road user, as a result of the information presented, to select route and lane,
and to maintain or change speed and position on the carriageway
Note 1 to entry: Visual guidance provided by the road is part of this information.
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4 Outline of selection procedure
In this Technical Report, a number of the most important parameters are listed for the different lighting
situations - motorised traffic areas, conflict areas, and pedestrian and low speed areas. These parameters
include the design speed, the traffic volume and traffic composition, the function and the overall layout of the
road, and the environmental conditions.
Selection procedures, parameters and weighting values presented in the main text of this document are based
on ones defined in CIE 115:2010, Lighting of roads for motor and pedestrian traffic. Annex B is an alternative
method of selection of lighting classes which allows refined evaluation of the luminance or illuminance levels
given for each class in EN 13201-2.
In many cases public areas consist of more than just one traffic area, e.g. often there is a carriageway with
adjacent footway or cycle path. As users of the different traffic areas have different visual demands, the
respective relevant parameters have to be considered during the selection process.
In selecting the normal (design) lighting class the maximum value of the selection parameters likely to occur at
any period of operation should be considered, e.g. for traffic volume consider peak hourly value. For simplicity,
in this document only the main parameters are summarized for ordinary motorised traffic, for conflict areas
and for pedestrian and low speed areas. The descriptions of the parameters and the associated options are
broad so that they can be interpreted to suit the individual requirements of national recommendations. In some
cases risk analysis or other consideration (environmental for example) could lead to the consideration of other
parameters.
As indicated above, the normal (design) lighting class is selected using the most onerous parameter values,
however, the application of this class may not be justified throughout the hours of darkness due to changing
conditions, e.g. weekends, different weather conditions, different traffic volumes, etc. Temporal changes in the
parameters under consideration when selecting the normal (design) lighting class could allow, or may require,
an adaptation of the normal level of average luminance or illuminance, usually by reducing the level. The most
important parameters in this respect are likely to be traffic volume, traffic composition, real time reflection
properties of pavement and current state of road surface (dark, light, dry, wet, salty, snowy), but ambient
luminosity can also have an influence.
The adaptive lighting level or levels should be the average luminance or illuminance selected from a class or
classes in the same table from which the normal lighting class has been selected. Tables 1, 3 and 4 can be
used to select the appropriate adaptive lighting class or classes for different periods of the hours of darkness
when the value of the selection parameters is significantly different.
When using adaptive lighting it is important that the changes in the average lighting level do not affect the
other quality criteria outside the limits given in the system of M, C or P lighting classes. Reducing the light
output from every light source by the same amount using dimming techniques will not affect luminance or
illuminance uniformity, or the object contrast, but the threshold contrast increases. Reducing the average level
by switching off some luminaires will not generally fulfill the quality requirements and is not recommended.
The use of adaptive lighting can provide significant reduction in energy consumption, compared with operating
the normal lighting class throughout the night. It can also be used to reduce energy consumption by reducing
the light output of the light source to the maintained value when the installation is clean and the light sources
are new.
Where the pattern of variation in parameter values is well known, such as from a record of traffic monitoring
stations (TMS) and weather stations (AWS) on traffic routes, or can be reasonably assumed, as in many
residential areas, a simple time based control system may be appropriate.
In other situations, an interactive control system linked to real-time data may be preferred. This approach will
permit the normal lighting class to be activated in the case of road works, serious accidents, bad weather or
poor visibility.
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The following Clauses 5, 6 and 7 describe the method of selecting lighting classes as defined in
CIE 115:2010. Alternatively, Annex B provides supplementary guidance about the level of requirement in each
class:
— maximum average maintained luminance or illuminance;
— refined average maintained luminance or illuminance within the range between minimum and maximum
values.
Both methods are suitable for all cases.
5 Lighting classes for motorised traffic (M)
The lighting classes M are intended for drivers of motorised vehicles on traffic routes, and in some countries
also on residential roads, allowing moderate to high driving speeds. The application of these classes depends
on the geometry of the relevant area and on the traffic and time dependant circumstances. The appropriate
lighting class has to be selected according to the function of the road, the design speed, the overall layout, the
traffic volume, traffic composition, and the environmental conditions.
At the final engineering stage of a new road the predicted traffic volume 10 years after opening of the road can
be used. For existing roads information from traffic monitoring systems can be used.
Table 1 incorporates the considered principles and values. At national level further developed code of practice
for road lighting is recommended based on the administrative or functional classification of roads. Close
cooperation with road lighting, traffic planning, highway engineering and traffic safety experts is required.
Maximum capacity values shall be obtained from traffic planning expert because figures vary according to
road and street classes.
For the determination of the lighting class M to be applied to a given situation the appropriate weighting values
(VW) have to be selected and added to find the sum of the weighting values (VWS). The number of the
lighting class M is then calculated as:
Number of lighting class M = 6 - VWS
Careful selection of appropriate weighting values in Table 1 will yield class numbers between 1 and 6. If the
sum of the weighting values (VWS) is < 0 the value 0 shall be applied. If the result M is ≤ 0 the lighting class
M1 shall be applied.
Table 1 — Parameters for the selection of lighting class M
a
Description
Weighting
Parameter Options
a
Value V
W
Very high v ≥ 100 km/h 2
High 70 < v < 100 km/h 1
Design speed or
speed limit
Moderate 40 < v ≤ 70 km/h -1
Low v ≤ 40 km/h -2
Motorways, Two lane routes
multilane routes
> 65 % of maximum > 45 % of maximum
Traffic volume High 1
capacity capacity
35 % - 65 % of 15 % - 45 % of
Moderate 0
maximum capacity maximum capacity
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a
Description
Weighting
Parameter Options
a
Value V
W
< 35 % of maximum < 15 % of maximum
Low -1
capacity capacity
Mixed with
high
2
percentage of
non-motorised
Traffic composition
Mixed 1
Motorised only
...
SLOVENSKO SIST-TP CEN/TR 13201-1
TEHNIČNO marec 2015
POROČILO
Cestna razsvetljava – 1. del: Smernice za izbiro svetlobnotehničnih razredov
Road lighting – Part 1: Guidelines on selection of lighting classes
Straßenbeleuchtung – Teil 1: Leitfaden zur Auswahl der Beleuchtungsklassen
Éclairage public – Partie 1: Sélection des classes d'éclairage
Referenčna oznaka
ICS 93.080.40 SIST-TP CEN/TR 13201-1:2015 (sl)
Nadaljevanje na strani II in od 1 do 25
© 2021-05: Slovenski inštitut za standardizacijo. Razmnoževanje ali kopiranje celote ali delov tega dokumenta ni dovoljeno.
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NACIONALNI UVOD
Slovensko tehnično poročilo SIST-TP CEN/TR 13201-1(sl), Cestna razsvetljava – 1. del: Smernice za
izbiro svetlobnotehničnih razredov, 2015, ima status slovenskega tehničnega poročila in je enakovreden
evropskemu tehničnemu poročilu CEN/TR 13201-1 (en), Road lighting – Part 1: Guidelines on selection
of lighting classe, 2014.
To tehnično poročilo nadomešča SIST-TP CEN/TR 13201-1:2004.
NACIONALNI PREDGOVOR
Evropsko tehnično poročilo CEN/TR 13201-1:2014 je pripravil tehnični odbor Evropskega komiteja za
standardizacijo CEN/TC 169 Svetloba in razsvetljava v gradbeništvu, katerega tajništvo je v pristojnosti
DIN.
Slovensko tehnično poročilo SIST-TP CEN/TR 13201-1:2015 je prevod evropskega tehničnega poročila
CEN/TR 13201-1:2014. V primeru spora glede besedila slovenskega prevoda v tem tehničnem poročilu
je odločilen izvirnik tehničnega poročila v angleškem jeziku. Slovensko izdajo tehničnega poročila je
pripravil tehnični odbor SIST/TC STV Steklo, svetloba in razsvetljava v gradbeništvu.
Odločitev za privzem tega tehničnega poročila je sprejel tehnični odbor SIST/TC STV dne 26. januarja
2015.
ZVEZA Z NACIONALNIMI STANDARDI
S privzemom tega evropskega standarda veljajo za omejeni namen referenčnih standardov vsi
standardi, navedeni v izvirniku, razen tistih, ki so že sprejeti v nacionalno standardizacijo:
SIST EN 13201-2:2016 Cestna razsvetljava – 2. del: Zahtevane lastnosti
SIST EN 13201-3:2016 Cestna razsvetljava – 3. del: Izračun lastnosti
OSNOVA ZA IZDAJO STANDARDA
– Privzem tehničnega poročila CEN/TR 13201-1:2015
OPOMBE
– Povsod, kjer se v besedilu tehničnega poročila uporablja izraz “evropsko tehnično poročilo”, v
SIST-TP CEN/TR 13201-1:2015 to pomeni “slovensko tehnično poročilo”.
– Nacionalni uvod in nacionalni predgovor nista sestavni del tehničnega poročila.
– Ta nacionalni dokument je enakovreden CEN/TR 13201-1:2015 in je objavljen z dovoljenjem
Upravni center CEN-CENELEC
Avenue Marnix 17
1000 Bruselj
Belgija
This national document is identical with CEN/TR 13201-1:2015 and is published with the permission
of
CEN-CENELEC Management Centre
Avenue Marnix 17
1000 Bruxelles
Belgium
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TEHNIČNO POROČILO CEN/TR 13201-1
TECHNICAL REPORT
RAPPORT TECHNIQUE
december 2014
TECHNISCHER BERICHT
ICS 93.080.40 Nadomešča CEN/TR 13201-1:2004
Slovenska izdaja
Cestna razsvetljava – 1. del: Smernice za izbiro svetlobnotehničnih
razredov
Road lighting – Part 1: Éclairage public – Partie 1: Straßenbeleuchtung – Teil 1:
Guidelines on selection of Sélection des classes Leitfaden zur Auswahl der
lighting classes d'éclairage Beleuchtungsklassen
To tehnično poročilo je CEN sprejel 9. decembra 2013. Pripravil ga je tehnični odbor CEN/TC 169.
Člani CEN so nacionalni organi za standarde Avstrije, Belgije, Bolgarije, Cipra, Češke republike,
Danske, Estonije, Finske, Francije, Grčije, Hrvaške, Irske, Islandije, Italije, Latvije, Litve,
Luksemburga, Madžarske, Malte, Nekdanje jugoslovanske republike Makedonije, Nemčije,
Nizozemske, Norveške, Poljske, Portugalske, Romunije, Slovaške, Slovenije, Španije, Švedske,
Švice, Turčije in Združenega kraljestva.
CEN
Evropski komite za standardizacijo
European committee for standardization
Comité européen de normalisation
Europäisches komitee für normung
Upravni center CEN-CENELEC: Avenue Marnix 17, B-1000 Bruselj
© 2014 CEN Lastnice avtorskih pravic so vse države članice Ref. oznaka CEN/TR 13201-1:2014 E
CEN.
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VSEBINA Stran
Predgovor . 3
Uvod . 4
1 Področje uporabe . 5
2 Zveze s standardi . 5
3 Izrazi in definicije . 5
4 Opis postopkov izbire . 7
5 Svetlobnotehnični razredi za motorni promet (M) . 9
6 Svetlobnotehnični razredi za konfliktna področja (C) . 10
7 Svetlobnotehnični razredi za površine za pešce in področja za počasni promet (P) . 12
Dodatek A (informativni): Primeri svetlobnotehničnih razredov M in P . 14
A.1 Primeri za svetlobnotehnični razred M . 14
A.2 Primeri za svetlobnotehnični razred P . 15
Dodatek B (informativni): Alternativna metoda izbire svetlobnotehničnih razredov . 17
B.1 Splošno . 17
B.2 Svetlobnotehnični razredi za motorni promet in konfliktna področja . 17
B.3 Svetlobnotehnični razredi za površine za pešce in področja za počasni promet . 20
B.4 Primer uporabe preglednice B.1 in slike B.1 . 22
Literatura. 25
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Predgovor
Ta dokument (CEN/TR 13201-1:2014) je pripravil tehnični odbor CEN/TC 169 “Svetloba in razsvetljava”,
katerega sekretariat je v pristojnosti DIN.
Opozoriti je treba na možnost, da so lahko nekateri elementi tega dokumenta predmet patentnih pravic.
CEN (in/ali CENELEC) ne prevzema odgovornosti za identifikacijo nekaterih ali vseh takih patentnih
pravic.
Ta dokument nadomešča CEN/TR 13201-1:2004.
Ta revidirana publikacija vsebuje poenostavljen sistem smernic za izbiro svetlobnotehničnih razredov.
Podan je pregled najpomembnejših parametrov za različne svetlobnotehnične situacije – za področja,
namenjena motornemu prometu, konfliktna področja ter površine za pešce ali področja za počasni
promet. Parametri vključujejo predvideno hitrost, gostoto in sestavo prometa, funkcijo celotne cestne
trase in okoljske pogoje.
Cestno razsvetljavo obravnavajo naslednji standardi CEN:
‒ CEN/TR 13201-1 Cestna razsvetljava – 1. del: Smernice za izbiro svetlobnotehničnih razredov
‒ EN 13201-2 Cestna razsvetljava – 2. del: Zahtevane lastnosti
‒ EN 13201-3 Cestna razsvetljava – 3. del: Izračun lastnosti
‒ EN 13201-4 Cestna razsvetljava – 4. del: Metode za merjenje lastnosti razsvetljave
‒ prEN 13201-5 Cestna razsvetljava – 5. del: Kazalniki energijske učinkovitosti
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Uvod
Ta dokument podaja navodilo za izbiro svetlobnotehničnih razredov in s tem povezanih vidikov.
Uporablja se za trajno nameščeno razsvetljavo, ki naj uporabnikom javnih prometnih površin zagotavlja
dobro vidljivost v času teme in povečuje prometno varnost, pretočnost prometa in javno varnost.
V dokumentu sta podana dva alternativna primera izbire svetlobnotehničnih razredov, eden na podlagi
enostavnega svetlobnotehničnega razreda in drugi z izboljšanimi rezultati znotraj svetlobnotehničnega
razreda. Obe metodi dajeta primerljive rezultate glede svetlobnotehničnih razredov in sta med seboj
zamenljivi. Na nacionalni ravni je dopustna kakršnakoli prilagoditev teh metod ali uporaba katerekoli
druge ustrezne metode.
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1 Področje uporabe
To tehnično poročilo določa svetlobnotehnične razrede, podane v EN 13201-2, in podaja smernice za
izbiro najustreznejšega svetlobnotehničnega razreda za dano situacijo. Zato vključuje sistem za
določanje ustreznih svetlobnotehničnih razredov za različna zunanja javna področja ob upoštevanju
parametrov, ki zagotavljajo izpolnjevanje ciljev, navedenih v uvodu.
Odločitev, katera cesta naj bo razsvetljena, je določena v nacionalni politiki cestne razsvetljave. Ta
politika se razlikuje med državami ali občinami. Posebne smernice so navadno na voljo na nacionalni
ravni za vsako državo. To tehnično poročilo ne podaja meril, na podlagi katerih naj bi bila sprejeta
odločitev o osvetlitvi določenega področja ali kako naj se naprave za razsvetljavo uporabljajo. Nadaljnja
navodila so podana v dokumentu CIE 115:2010 (člen 1.2 in dodatek A).
Metode, predstavljene v točkah 5, 6 in 7, je treba obravnavati kot začetne točke celovitega pristopa k
normalni cestni razsvetljavi. Zato modeli ne morejo zajeti vseh različnih primerov na cestah, temveč
uvajajo splošne parametre in njihov vpliv na zahteve za razsvetljavo. Samo realna situacija in njene
edinstvene značilnosti (geometrija ceste, oznake, vidno okolje, zahtevnost navigacije, slaba vidljivost,
tveganje bleščanja zaradi obstoječih obcestnih elementov, lokalni vremenski pogoji, specifični
udeleženci v prometu, kot so velik delež starejših ali oseb s slabšim vidom itd.) lahko vodijo do končne
opredelitve svetlobnotehničnega razreda z uporabo tehnik vrednotenja tveganja.
Vidne potrebe udeležencev v prometu v času manjše gostote prometa v določenih nočnih obdobjih ali
pri spreminjajočih se vremenskih pogojih ter pozitivne koristi zaradi zmanjšane porabe energije in
morebitnega izboljšanja okolja so nekateri dejavniki, ki upravičujejo postavitev prilagodljive cestne
razsvetljave. Obstaja veliko primernih instrumentov, naprav in metod, ki se lahko uporabijo za
inteligentno krmiljenje inštalacije cestne razsvetljave. Sistemi za regulacijo cestne razsvetljave so lahko
zelo preprosti ali pa so njihove izvedbe zelo izpopolnjene. Dodatek B je v pomoč pri izbiri pravilnega
nivoja razsvetljave pri uporabi prilagodljive razsvetljave, ker podaja izpopolnjeno ovrednotenje nivojev
svetlosti ali osvetljenosti v okviru določenega svetlobnotehničnega razreda. Medtem ko se nivoji
svetlosti ali osvetljenosti lahko spreminjajo glede na zmanjšano prometno gostoto, vremenske pogoje
ali druge parametre, naj se parametri kakovosti ustreznega svetlobnotehničnega razreda, določeni v EN
13201-2, ves čas vzdržujejo.
Obnova ali prenova zastarelih in neekonomičnih naprav za razsvetljavo je pomembna. Z uporabo novih
zasnov in nove tehnologije je mogoče doseči prilagodljivejše nivoje razsvetljave ob manjši porabi
energije. Nadgradnja sistemov za razsvetljavo in njene regulacije pogosto da dobro razmerje med
stroški in koristmi ter kratka amortizacijska obdobja.
Ta dokument ne podaja smernic za izbiro svetlobnotehničnih razredov za cestninske postaje, predore
ali kanale in zapornice.
2 Zveze s standardi
Za uporabo tega standarda so v celoti ali delno nujno potrebni naslednji referenčni dokumenti. Pri
datiranih sklicevanjih velja samo navedena izdaja. Pri nedatiranih sklicevanjih se uporablja zadnja izdaja
referenčnega dokumenta (vključno z vsemi dopolnili).
EN 13201-2 Cestna razsvetljava – 2. del: Zahtevane lastnosti
EN 13201-3 Cestna razsvetljava – 3. del: Izračun lastnosti
3 Izrazi in definicije
V tem dokumentu se uporabljajo izrazi in definicije iz EN 13201-2 in EN 13201-3 ter naslednji izrazi:
3.1
normalni svetlobnotehnični razred
razred z navečjo vrednostjo povprečne svetlosti ali osvetljenosti v vsakem obdobju obratovanja
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3.2
prilagodljiva razsvetljava
časovno odvisne spremembe svetlosti ali osvetljenosti glede na gostoto prometa, čas, vreme in druge
parametre
3.3
motorni promet (M)
vozila na motorni pogon
3.4
konfliktno področje (C)
ustrezno področje, kjer se križajo tokovi motornega prometa ali prekrivajo področja, ki jih pogosto
uporabljajo drugi udeleženci v prometu
3.5
površina za pešce in področje za počasni promet (P)
ustrezno področje, rezervirano za pešce ali kolesarje in motorna vozila z manjšo hitrostjo (≤ 40 km/h)
3.6
predvidena hitrost
hitrost, izbrana glede na konstrukcijo in geometrijske lastnosti ceste in je merilo za kakovost
konstrukcije, ki jo nudi cesta
Opomba 1: Najvišja konstantna hitrost, pri kateri lahko posamezna vozila varno potujejo po cesti, ko so vremenske razmere
ugodne in je gostota prometa tako majhna, da je varna hitrost določena z geometričnimi lastnostmi ceste.
3.7
gostota prometa
število vozil, ki prečkajo določeno točko v danem časovnem obdobju v obeh smereh
Opomba 1: Na primer, povprečni dnevni promet se meri kot število vozil na dan.
3.8
največja zmogljivost
največji prometni pretok (gostota prometa), ki ga je mogoče pričakovati v določeni točki ali na določenem
odseku ceste ali vozišča v določenem časovnem obdobju pri trenutnih cestnih, prometnih in nadzornih
pogojih
Opomba 1: Ponavadi je izražena kot vozilo/uro ali vozilo/dan.
3.9
gostota prometa
povprečno število vozil, ki zasedajo določeno dolžino ceste ali vozišča v določenem časovnem obdobju
Opomba 1: Ponavadi je izražena kot vozilo/km ali vozilo/km/ceste.
3.10
sestava prometa
razporeditev različnih vozil v prometnem toku, razporeditev prometa po smereh vožnje, razporeditev
prometa glede na uporabo voznih pasov in razporeditev različnih voznikov v danem prometu
Opomba 1: V tem poročilu je to poenostavljeno in se uporabljata samo mešani in motorni promet.
3.11
križišče
mesto, kjer se več prometnic združuje, spaja ali medsebojno križa, in kraj, kjer lahko promet zamenja
vrsto poti
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3.12
križanje
navadno področje, kjer se dve ali več cest združuje ali križa na istem nivoju in vključuje vozišče in
obcestne površine, namenjene prometu
3.13
zunajnivojsko križišče
večnivojsko križišče z enim ali več priključki za vožnjo med tranzitnimi cestami
3.14
svetlost okolice
ocenjeni nivoji svetlosti okolice
3.15
vidno vodenje/usmerjanje prometa
sredstva, ki zagotovljajo, da imajo vozniki ustrezne informacije o poteku ceste
3.16
prepoznavanje obrazov
vidna naloga pešcev, da na določeni razdalji prepoznajo obraz in s tem omogočijo izognitev ali obrambni
ukrep, če presodijo, da je to potrebno
Opomba 1: V splošnem prepoznavanje obrazov zahteva splošno najmanjšo vrednost razsvetljave na razdalji, ki še omogoča
prepoznavanje obrazov.
Opomba 2: Idealna razdalja za prepoznavanje obrazov je 10 m – točka prehoda med stanjema "blizu" in "ne blizu".
3.17
zadevno področje
del obravnavanega javnega prometnega področja
3.18
nemotoriziran
pešci in kolesarji
3.19
ločilni pas med smernima voziščema
vmesni pas in/ali varnostna ograja
3.20
zahtevnost navigacije
stopnja truda, ki ga mora vložiti udeleženec v prometu, da na podlagi predstavljenih informacij izbere
smer vožnje in vozni pas ter ohrani ali spremeni hitrost in svoj položaj na vozišču
Opomba 1: Vizualno vodenje, ki ga zagotavlja cestišče, je del teh informacij.
4 Opis postopkov izbire
V tem tehničnem poročilu je navedena vrsta najpomembnejših parametrov za različne
svetlobnotehnične situacije – področja za motorni promet, konfliktna področja, površine za pešce in
področja za počasni promet. Ti parametri vključujejo predvideno hitrost vožnje, gostoto in sestavo
prometa, funkcijo in splošen potek ceste in okoljske pogoje.
Postopki izbire, parametri in utežne vrednosti, predstavljeni v osrednjem besedilu tega dokumenta, so
povzeti po dokumentu CIE 115:2010, Lighting of roads for motor and pedestrian traffic (Cestna
razsvetljava za promet vozil in pešcev). V dodatku B je alternativna metoda za izbiro ustreznega
svetlobnotehničnega razreda, ki omogoča izboljšano vrednotenje nivojev svetlosti ali osvetljenosti za
vsak razred, podan v EN 13201-2.
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Velikokrat so javna področja sestavljena iz več prometnih področij, npr. pogosto je ob vozišču tudi pot
za pešce ali kolesarska steza. Ker imajo uporabniki različnih prometnih področij različne potrebe glede
vidnega zaznavanja, je treba pri izbiri ustreznega svetlobnotehničnega razreda za posamezno prometno
površino upoštevati ustrezne parametre.
Pri izbiri normalnega (pri projektiranju) svetlobnotehničnega razreda naj se upošteva največja vrednost
vplivnih parametrov, ki bi se lahko pojavila v kateremkoli obdobju obratovanja, npr. pri gostoti prometa
se upošteva najvišja urna vrednost. Zaradi enostavnosti so v tem dokumentu povzeti samo glavni
parametri za običajen motorni promet, za konfliktna področja ter za površine za pešce in področja za
počasni promet. Opisi parametrov in z njimi povezane opcije so široke, tako da jih je mogoče razlagati
tako, da ustrezajo posameznim zahtevam nacionalnih priporočil. V določenih primerih lahko ocena
tveganja ali upoštevanje drugih zahtev (npr. okoljskih) privede do upoštevanja drugih parametrov.
Kot je omenjeno zgoraj, je normalni svetlobnotehnični razred (pri projektiranju) izbran z uporabo
najzahtevnejših vrednosti parametrov, vendar pa uporaba tega razreda v celotnem nočnem času
mogoče ne bo upravičena zaradi spreminjajočih se razmer, npr. ob koncih tedna, zaradi različnih
vremenskih razmer, različne gostote prometa itd. Začasne spremembe obravnavanih parametrov pri
izbiri normalnega (pri projektiranju) svetlobnotehničnega razreda lahko dopuščajo ali zahtevajo
prilagoditev normalnega nivoja povprečne svetlosti ali osvetljenosti, navadno z nižanjem nivoja. V tem
pogledu so najpomembnejši parametri največkrat gostota prometa, sestava prometa, realnočasovne
odsevne lastnosti talnih površin in trenutno stanje cestne površine (temna, svetla, suha, mokra,
posoljena, zasnežena), vpliva pa lahko tudi svetlost okolice.
Izbrani nivo ali nivoji prilagodljive razsvetljave naj ustrezajo povprečni svetlosti ali osvetljenosti, izbrani
iz razreda ali razredov iz iste preglednice, iz katere je bil izbran normalni svetlobnotehnični razred. Za
izbiro ustreznega razreda ali razredov prilagodljive razsvetljave za različna obdobja teme se lahko
uporabljajo preglednice 1, 3 in 4, če se vrednosti izbranih parametrov bistveno razlikujejo.
Pri uporabi prilagodljive razsvetljave je pomembno, da spremembe povprečnega nivoja razsvetljave ne
vplivajo na druga merila kakovosti zunaj mej, ki so podana za sistem svetlobnotehničnih razredov M, C
ali P. Zmanjšanje svetlobnega toka posameznega svetlobnega vira za enako vrednost z uporabo
tehnike zatemnjevanja ne vpliva na enakomernost svetlosti ali osvetljenosti ali na kontrast objekta,
dvigne pa se prag. Zmanjšanje povprečnega nivoja z izklopom nekaterih svetilk navadno ne izpolnjuje
zahtev za kakovost in se ne priporoča.
Uporaba prilagodljive razsvetljave lahko pripomore k znatnemu zmanjšanju porabe električne energije
v primerjavi z obratovanjem normalnega svetlobnotehničnega razreda v času cele noči. Uporabi se
lahko tudi za zmanjšanje porabe energije z zmanjšanjem svetlobnega toka svetobnega vira na
vzdrževano vrednost, če je sijalka/svetilka čista ali so svetlobni viri novi.
Kjer je vzorec spreminjanja vrednosti parametrov dobro znan, npr. na podlagi podatkov postaj za nadzor
prometa, vremenskih postaj na prometnicah, ali ga je mogoče razumno privzeti, npr. na mnogih
stanovanjskih področjih, je primeren že enostaven nadzorni sistem, ki deluje na podlagi časovne
odvisnosti.
V drugih primerih je lahko upravičen interaktivni nadzorni sistem, vezan na realnočasovne podatke. Tak
pristop omogoča, da se normalni svetlobnotehnični razred lahko vključi v primeru cestnih del, težjih
nesreč, slabega vremena ali slabe vidljivosti.
V točkah 5, 6 in 7 so opisane metode za izbiro svetlobnotehničnih razredov, kot so opredeljeni v CIE
115:2010. Alternativno so v dodatku B podana dodatna navodila glede stopnje zahtevnosti za vsak
svetlobnotehnični razred:
‒ najvišja povprečna vzdrževana svetlost ali osvetljenost;
‒ izboljšana povprečna vzdrževana svetlost ali osvetljenost v območju med najmanjšo in največjo
vrednostjo.
Obe metodi sta primerni za vse razrede.
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5 Svetlobnotehnični razredi za motorni promet (M)
Svetlobnotehnični razredi skupine M so namenjeni voznikom motornih vozil za razsvetljavo na
prometnicah, v nekaterih državah tudi na cestah v stanovanjskih naseljih, in omogočajo zmerno do
visoko hitrost vožnje. Uporaba teh razredov je odvisna od geometrije zadevnega področja, prometa in
časovno odvisnih okoliščin. Ustrezen svetlobnotehnični razred je treba izbrati z upoštevanjem funkcije
ceste, predvidene hitrosti vožnje, trase ceste, gostote in sestave prometa ter okoljskih pogojev.
Pri dokončni zasnovi razsvetljave nove ceste se lahko upošteva predvidena gostota prometa 10 let po
odprtju ceste. Za obstoječe ceste se lahko uporabijo podatki sistemov za nadzor prometa.
V preglednici 1 so navedena obravnavana načela in vrednosti. Na nacionalni ravni je priporočljiv
nadaljnji razvoj pravil ravnanja glede cestne razsvetljave na podlagi upravne in funkcionalne razvrstitve
cest. Potrebno je tesno sodelovanje med izvedenci za cestno razsvetljavo, načrtovanje prometa, gradnjo
cest in prometno varnost. Izvedenec za načrtovanje prometa mora predložiti podatke o predvideni
največji zmogljivosti, ker se številke razlikujejo v odvisnosti od razredov cest in ulic.
Za ugotovitev, kateri svetlobnotehnični razred M je treba uporabiti za dano situacijo, je treba izbrati in
dodati ustrezne utežne vrednosti (UV), da se dobi seštevek utežnih vrednosti (SUV). Številka
svetlobnotehničnega razreda skupine M se nato izračuna kot:
številka svetlobnotehničnega razreda M = 6 – SUV
Skrbna izbira ustreznih utežnih vrednosti v preglednici 1 da številke razredov med 1 in 6. Če je seštevek
utežnih vrednosti SUV < 0, je treba uporabiti vrednost 0. Če je rezultat izračuna M ≤ 0, je treba uporabiti
svetlobnotehnični razred M1.
Preglednica 1: Parametri za izbiro svetlobnotehničnega razreda M
Utežna
a
Parameter Možnosti Opis vrednost
a
V
W
Zelo visoka v ≥ 100 km/h 2
Predvidena
Visoka 70 < v < 100 km/h 1
hitrost ali
Zmerna 40 < v ≤ 70 km/h –1
omejitev hitrosti
Nizka v ≤ 40 km/h –2
Avtoceste, ceste z več Ceste z dvema voznima
voznimi pasovi pasovoma
Velika > 65 % največje zmogljivosti > 45 % največje zmogljivosti 1
Gostota
prometa
Zmerna 35 % – 65 % največje 15 % – 45 % največje
0
zmogljivosti zmogljivosti
Majhna < 35 % največje zmogljivosti < 15 % največje zmogljivosti –1
Mešani promet z
visokim
2
odstotkom
Sestava
nemotornega
prometa
Mešani 1
Samo motorni 0
Ne 1
Ločitev smernih
vozišč
Da 0
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Utežna
a
Parameter Možnosti Opis vrednost
a
V
W
Križišča/km Večnivojska vozlišča, razdalje
med mostovi, km
Pogostost
vozlišč, križišč Velika > 3 < 3 1
Zmerna ≤ 3 ≥ 3 0
Prisotna 1
Parkirana vozila
Niso prisotna 0
Izložbena okna, oglasni panoji, športna igrišča, postajališča,
Visoka 1
skladišča
Svetlost okolice
Zmerna Normalna situacija 0
Nizka –1
Zelo zahtevna 2
Zahtevnost
Zahtevna 1
navigacije
Enostavna 0
a
Vrednosti v stolpcu so podane kot primer. Na nacionalni ravni je namesto njih dopustna kakršnakoli prilagoditev metode
ali uporaba ustreznejših utežnih vrednosti.
Če zaradi trase ceste ni mogoče določiti potrebne svetlosti cestne površine, je treba uporabiti
konvencionalna pravila, opisana v EN 13201-2, razredi skupine C.
Za voznike motornih vozil z manjšo hitrostjo na odstavnem pasu ali parkirnih prostorih je treba uporabiti
razrede skupine P.
6 Svetlobnotehnični razredi za konfliktna področja (C)
Svetlobnotehnični razredi skupine C so namenjeni uporabi na konfliktnih področjih na prometnicah, kjer
večino prometa sestavlja motorni promet. Konfliktna področja so povsod, kjer se prometni tokovi križajo
ali se stekajo v področja, namenjena pešcem, kolesarjem ali drugim udeležencem v prometu. Kot
konfliktne površine se obravnavajo tudi področja, kjer se spremeni geometrija ceste, npr. zmanjšanje
števila voznih pasov, zmanjšanje voznega pasu ali širine vozišča. Posledica nastanka konfliktnih
področij je znatno povečanje možnosti trčenj med vozili, med vozili in pešci, kolesarji ter drugimi
udeleženci v prometu in/ali med vozili in nepremičnimi ovirami.
Za konfliktna področja je svetlost priporočeno merilo za zasnovo. Kjer pa so razdalje prepoznavanja
majhne in drugi dejavniki preprečujejo uporabo meril svetlosti, se lahko uporabi merilo osvetljenosti na
določenem delu konfliktnega področja ali na celotnem področju, če na tem področju ni mogoče uporabiti
meril svetlosti. Razmerje med svetlostjo in povprečno horizontalno osvetljenostjo je odvisno od
svetlobnosti oziroma odsevnosti cestne površine, podane z vrednostjo Q te površine. V preglednici 2
0
so podani primerljivi razredi skupin M in C za različne vrednosti Q cestne površine.
0
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Preglednica 2: Svetlobnotehnični razredi skupin M in C primerljivega nivoja razsvetljave za
različne vrednosti Q cestne površine
0
Svetlobnotehnični razred M M1 M2 M3 M4 M5 M6
Svetlobnotehnični razred C, če je
C0 C1 C2 C3 C4 C5
–2 –1
Q ≤ 0,05 cdꞏm ꞏlx
0
Svetlobnotehnični razred C, če je
C0 C1 C2 C3 C4 C5 C5
–2 –1 –2 –1
0,05 cdꞏm ꞏlx < Q ≤ 0,08 cdꞏm ꞏ lx
0
Svetlobnotehnični razred C, če je
C0 C1 C2 C3 C4 C5 C5 C5
–2 –1
Q > 0,09 cdꞏm ꞏlx
0
Ker so svetlobnotehnični razredi skupine C namenjeni isti skupini uporabnikov kot svetlobnotehnični
razredi skupine M, je preglednica 2 namenjena predvsem določitvi svetlobnotehničnega razreda C, ki
naj se uporablja na danem konfliktnem področju. Nivo razsvetljave na konfliktnem področju ne sme biti
nižji od najvišjega svetlobnotehničnega razreda na priključnih cestah. Vsekakor pa je priporočljivo, da
je svetlobnotehnični razred na konfliktnem področju za stopnjo višji od najvišjega svetlobnotehničnega
razreda cest, ki se stekajo vanj (npr. M2 namesto M3). To seveda ne bo mogoče tam, kjer so priključne
ceste osvetljene skladno z zahtevami za razred M1. V tem primeru naj bo tudi konfliktno področje
osvetljeno skladno z zahtevami za razred M1.
V prvi vrstici preglednice 2 so podani razredi skupine M, izmed katerih se izbere najvišji
svetlobnotehnični razred za cesto ali ceste, ki vodijo na konfliktno področje. Nato se iz istega stolpca
vzame enakovredni razred osvetljenosti C ob upoštevanju odsevnih lastnosti vozišča (Q ), ki so podane
0
v prvem stolpcu. Priporočljivo je, da je dejanski uporabljeni razred C za to konfliktno področje za stopnjo
višji od razreda, ki bi bil izbran po opisanem postopku.
Za določena konfliktna področja, npr. mestna središča, ali kjer veljajo posebne nacionalne zahteve, se
lahko za določitev ustreznega razreda skupine C uporabi preglednica 3. Preglednica 3 se za določitev
svetlobnotehničnega razreda skupine C lahko uporabi tudi za konfliktno področje, če so ceste, ki vodijo
do njega, brez razsvetljave.
Če se za določitev svetlobnotehničnega razreda C za dano konfliktno področje uporabi preglednica 3,
je treba izbrati in dodati ustrezne utežne vrednosti (UV), da se ugotovi seštevek utežnih vrednosti (SUV).
Številka svetlobnotehničnega razreda C se nato izračuna kot:
številka svetlobnotehničnega razreda C = 6 – SUV
Ob skrbni izbiri ustreznih utežnih vrednosti v preglednici 3 je lahko številka razreda med 0 in 5. Če je
seštevek utežnih vrednosti (SUV) ≤ 0, se uporabi vrednost 1. Če pa je rezultat C < 0, se uporabi
svetlobnotehnični razred C0.
Uporaba razredov C je odvisna od geometrije zadevnega področja, npr. od krožišča in prometnih
okoliščin. Nadaljnje smernice določi vsaka država na nacionalni ravni z nacionalnimi pravili za cestno
razsvetljavo.
...
SLOVENSKI STANDARD
kSIST-TP FprCEN/TR 13201-1:2013
01-oktober-2013
Cestna razsvetljava - 1. del: Smernice za izbor razredov za razsvetljavo
Road lighting - Part 1: Guidelines on selection of lighting classes
Straßenbeleuchtung - Teil 1: Leitfaden zur Auswahl der Beleuchtungsklassen
Éclairage public - Partie 1: Sélection des classes d'éclairage
Ta slovenski standard je istoveten z: FprCEN/TR 13201-1
ICS:
93.080.40 &HVWQDUD]VYHWOMDYDLQ Street lighting and related
SULSDGDMRþDRSUHPD equipment
kSIST-TP FprCEN/TR 13201-1:2013 en,fr,de
2003-01.Slovenski inštitut za standardizacijo. Razmnoževanje celote ali delov tega standarda ni dovoljeno.
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kSIST-TP FprCEN/TR 13201-1:2013
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kSIST-TP FprCEN/TR 13201-1:2013
TECHNICAL REPORT
FINAL DRAFT
FprCEN/TR 13201-1
RAPPORT TECHNIQUE
TECHNISCHER BERICHT
August 2013
ICS 93.080.40 Will supersede CEN/TR 13201-1:2004
English Version
Road lighting - Part 1: Guidelines on selection of lighting classes
Éclairage public - Partie 1: Sélection des classes Straßenbeleuchtung - Teil 1: Leitfaden zur Auswahl der
d'éclairage Beleuchtungsklassen
This draft Technical Report is submitted to CEN members for Technical Committee Approval. It has been drawn up by the Technical
Committee CEN/TC 169.
CEN members are the national standards bodies of Austria, Belgium, Bulgaria, Croatia, Cyprus, Czech Republic, Denmark, Estonia,
Finland, Former Yugoslav Republic of Macedonia, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania,
Luxembourg, Malta, Netherlands, Norway, Poland, Portugal, Romania, Slovakia, Slovenia, Spain, Sweden, Switzerland, Turkey and United
Kingdom.
Recipients of this draft are invited to submit, with their comments, notification of any relevant patent rights of which they are aware and to
provide supporting documentation.
Warning : This document is not a Technical Report. It is distributed for review and comments. It is subject to change without notice and
shall not be referred to as a Technical Report.
EUROPEAN COMMITTEE FOR STANDARDIZATION
COMITÉ EUROPÉEN DE NORMALISATION
EUROPÄISCHES KOMITEE FÜR NORMUNG
CEN-CENELEC Management Centre: Avenue Marnix 17, B-1000 Brussels
© 2013 CEN All rights of exploitation in any form and by any means reserved Ref. No. FprCEN/TR 13201-1:2013: E
worldwide for CEN national Members.
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Contents Page
Foreword .3
Introduction .4
1 Scope .5
2 Normative references .5
3 Terms and definitions .6
4 Outline of selection procedure .8
5 Lighting classes for motorised traffic .9
6 Lighting classes for conflict areas. 10
7 Lighting classes for pedestrian and low speed areas . 12
Annex A (informative) Examples for M and P lighting classes . 14
A.1 Examples for lighting class M . 14
A.2 Example for lighting class P . 16
Annex B (informative) Alternative method for selection of lighting classes . 17
B.1 General . 17
B.2 Lighting classes for motorised traffic and conflict areas. 18
B.3 Lighting classes for pedestrian and low speed areas . 21
B.4 Example of use of Table B.1 and Figure B.1. . 23
Bibliography . 26
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Foreword
This document (FprCEN/TR 13201-1:2013) has been prepared by Technical Committee CEN/TC 169 “Light
and lighting”, the secretariat of which is held by DIN.
This document is currently submitted to the Technical Committee Approval.
This document will supersede CEN/TR 13201-1:2004.
This revised publication includes a simplified system of guidelines for selection of the lighting classes. The
most important parameters are listed for the different lighting situations - motorised traffic areas, conflict areas,
and pedestrian/low speed areas. The parameters include the design speed, the traffic volume and traffic
composition, the function of the overall layout of the road, and the environmental conditions.
Road lighting is dealt with by CEN as follows:
− CEN/TR 13201-1: Road lighting – Part 1: Guidelines on selection of lighting classes.
− EN 13201-2: Road lighting – Part 2: Performance requirements.
− EN 13201-3: Road lighting – Part 3: Calculation of performance.
− EN 13201-4: Road lighting – Part 4: Methods of measuring lighting performance.
− EN 13201-5: Road lighting – Part 5: Energy performance indicators
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Introduction
This document offers guidance on the selection of lighting classes and related aspects. It is applicable to fixed
lighting installations intended to provide good visibility to users of outdoor public traffic areas during the hours
of darkness to support traffic safety, traffic flow and public security.
The document offers two alternative examples of selection of lighting classes, one based on simple lighting
class and the other giving a more refined result within the lighting class. Both methods provide comparable
lighting classes and are interchangeable. Any adaptation of either of these methods or any other method can
be used instead, on the national level.
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1 Scope
The decision on whether a road should be lit is defined in the national road lighting policy. This varies by
country or municipality. Specific guidelines are usually available at national level for each country. This
Technical Report does not give the criteria on which a decision to light an area can be made, nor on how a
lighting installation should be used. Further guidance is given in CIE 115:2010 (Paragraph 1.2 and Annex A).
This Technical Report specifies the lighting classes set out in EN 13201-2 and gives guidelines on the
selection of the most appropriate class for a given situation. To do this, it includes a system to define
appropriate lighting classes for different outdoor public areas in terms of parameters relevant to guarantee the
aims presented in introductions.
The methods presented in Clauses 5, 6 and 7 have to be considered as the starting points of a
comprehensive approach for the normal road lighting. In that sense, the models cannot cover all the different
road cases; they introduce general parameters and the impact on lighting requirements. Only the real situation
and its unique characteristics (geometry of the road, marking, visual environment, difficulty of the navigation
task, lack of visibility, risks of glares due to existing elements, local weather, specific users such as high rate
of elderly or visually impaired people, etc.) can lead to a final determination of the appropriate lighting class
applying risk evaluation techniques.
The visual needs of road users under reduced traffic volumes during certain periods of night or under varying
weather conditions, and the positive benefits of reduced energy consumption and potential environmental
improvements, are some of the considerations which justify the installation of adaptive road lighting. There are
a variety of suitable instruments, devices and methods which can be used for the intelligent control of a road
lighting installation. The control systems range from very simple to the most sophisticated applications.
Annex B is of assistance in choosing the correct lighting level when adaptive lighting is used as it provides a
more refined evaluation of the luminance or illuminance levels within the specific lighting class. Whilst the
luminance or illuminance levels may be varied to suit reduced traffic volumes, weather conditions or other
parameters the quality parameters of the applicable lighting class specified in EN 13201-2 should be
maintained at all times.
Renewal or refurbishment of obsolete and uneconomic installations is important. It may be possible to obtain
more adapted lighting levels with lower energy consumption using new designs and new technology. The
upgrading of lighting and control systems will often give good cost-benefit ratios and short amortisation
periods.
This document does not give guidelines on the selection of lighting classes for toll stations, tunnels or canals
and locks.
2 Normative references
The following documents, in whole or in part, are normatively referenced in this document and are
indispensable for its application. For dated references, only the edition cited applies. For undated references,
the latest edition of the referenced document (including any amendments) applies.
EN 13201-2, Road lighting – Part 2: Performance requirements.
EN 13201-3, Road lighting – Part 3: Calculation of performance.
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3 Terms and definitions
For the purposes of this document, the terms and definitions given in EN 13201-2 and EN 13201-3 the
following apply.
3.1
normal lighting class
class with the maximum value of average luminance or illuminance at any period of operation
3.2
adaptive lighting
temporal controlled changes in luminance or illuminance in relation to traffic volume (e.g. veh/5 min), time,
weather or other parameters
3.3
motorised traffic (M)
motor powered vehicles
3.4
conflict area (C)
relevant area where motorised traffic streams intersect each other or overlap areas frequented by other user
types
3.5
pedestrians and low speed area (P)
relevant area reserved for use by people on foot or using bicycle, and drivers of motorised vehicles at low
speed (≤ 40 km/h)
3.6
design speed
speed selected for purposes of design and correlation of the geometric features of a road and is a measure of
the quality of design offered by the road. It is the highest continuous speed at which individual vehicles can
travel with safety on a road when weather conditions are favourable and traffic density is so low that the safe
speed is determined by the geometric features of the road
3.7
traffic volume
the number of vehicles passing a given point in a stated time period in both directions
Note 1 to entry: E.g. average daily traffic is measured as number of vehicles per day
3.8
maximum capacity
maximum rate of flow at which vehicles can be reasonably expected to traverse a point or uniform segment of
a lane or carriageway during a specified time period under prevailing road, traffic and control conditions;
usually expressed as veh/h or veh/d
3.9
traffic density
number of vehicles occupying a given length of lane or carriageway averaged over time; usually expressed as
vehicles/kilometre or vehicles/kilometre/lane
3.10
traffic composition
distribution of vehicle types in the traffic stream, directional distribution of traffic, lane use distribution of traffic,
and type of driver population on a given facility. In this report simplified: mixed and motorised only
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3.11
junction
place where several traffic routes meet, join, or cross each other, and a location where traffic can change
between different routes
3.12
intersection
general area where two or more roads join or cross at the same level, within which are included the
carriageway and roadside facilities for traffic movements
3.13
interchange
grade-separated junction with one or more turning ramps for travel between the through roads
3.14
ambient luminosity
assessed luminance levels of the surroundings
3.15
visual guidance / traffic control
means that ensure that motorists are given adequate information on the course of the road
3.16
facial recognition
visual task of pedestrians consisting of a recognition of a face at certain distances that allows to take evasive
or defensive action if thought necessary
Note 1 to entry: Generally, facial recognition requires an overall minimum lighting value at a distance where the
recognition of a face is possible.
Note 2 to entry: An ideal facial recognition distance is 10 m – the point of transition between “close” and “not-close”
phases.
3.17
relevant area
part of the public traffic area under consideration
3.18
non-motorised
pedestrians and pedal cyclists
3.19
separation of carriageways
central reserve and/or guardrail
3.20
difficulty of navigational task
degree of effort necessary by the road user, as a result of the information presented, to select route and lane,
and to maintain or change speed and position on the carriageway
Note 1 to entry: Visual guidance provided by the road is part of this information
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4 Outline of selection procedure
In this Technical Report, a number of the most important parameters are listed for the different lighting
situations - motorised traffic areas, conflict areas, and pedestrian and low speed areas. These parameters
include the design speed, the traffic volume and traffic composition, the function and the overall layout of the
road, and the environmental conditions.
Selection procedures, parameters and weighting values presented in the main text of this document are based
on ones defined in CIE 115:2010, Lighting of roads for motor and pedestrian traffic. Annex B is an alternative
method of selection of lighting classes which allows refined evaluation of the luminance or illuminance levels
given for each class in EN 13201-2.
In many cases public areas consist of more than just one traffic area, e.g. often there is a carriageway with
adjacent footway or cycle path. As users of the different traffic areas have different visual demands, the
respective relevant parameters have to be considered during the selection process.
In selecting the normal (design) lighting class the maximum value of the selection parameters likely to occur at
any period of operation should be considered, e.g. for traffic volume consider peak hourly value. For simplicity,
in this document only the main parameters are summarised for ordinary motorised traffic, for conflict areas
and for pedestrian and low speed areas. The descriptions of the parameters and the associated options are
broad so that they can be interpreted to suit the individual requirements of national recommendations. In some
cases risk analysis or other consideration (environmental for example) could lead to the consideration of other
parameters.
As indicated above, the normal (design) lighting class is selected using the most onerous parameter values,
however, the application of this class may not be justified throughout the hours of darkness due to changing
conditions e.g. weekends, different weather conditions, different traffic volumes, etc. Temporal changes in the
parameters under consideration when selecting the normal (design) lighting class could allow, or may require,
an adaptation of the normal level of average luminance or illuminance, usually by reducing the level. The most
important parameters in this respect are likely to be traffic volume, traffic composition, real time reflection
properties of pavement and current state of road surface (dark, light, dry, wet, salty, snowy), but ambient
luminosity can also have an influence.
The adaptive lighting level or levels should be the average luminance or illuminance selected from a class or
classes in the same table from which the normal lighting class has been selected. Tables 1, 3 and 4 can be
used to select the appropriate adaptive lighting class or classes for different periods of the hours of darkness
when the value of the selection parameters is significantly different.
When using adaptive lighting it is important that the changes in the average lighting level do not affect the
other quality criteria outside the limits given in the system of M, C or P lighting classes. Reducing the light
output from every light source by the same amount using dimming techniques will not affect luminance or
illuminance uniformity, or the object contrast, but the threshold contrast increases. Reducing the average level
by switching off some luminaires will not generally fulfill the quality requirements and is not recommended.
The use of adaptive lighting can provide significant reduction in energy consumption, compared with operating
the normal lighting class throughout the night. It can also be used to reduce energy consumption by reducing
the light output of the light source to the maintained value when the installation is clean and the light sources
are new.
Where the pattern of variation in parameter values is well known, such as from a record of traffic monitoring
stations (TMS) and weather stations (AWS) on traffic routes, or can be reasonably assumed, as in many
residential areas, a simple time based control system may be appropriate.
In other situations, an interactive control system linked to real-time data may be preferred. This approach will
permit the normal lighting class to be activated in the case of road works, serious accidents, bad weather or
poor visibility.
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The following Clauses 5, 6 and 7 describe the method of selecting lighting classes as defined in
CIE 115:2010. Alternatively, Annex B provides supplementary guidance about the level of requirement in each
class:
− maximum average maintained luminance or illuminance;
− refined average maintained luminance or illuminance within the range between minimum and
maximum values.
Both methods are suitable for all cases.
5 Lighting classes for motorised traffic
The lighting classes M are intended for drivers of motorised vehicles on traffic routes, and in some countries
also on residential roads, allowing moderate to high driving speeds. The application of these classes depends
on the geometry of the relevant area and on the traffic and time dependant circumstances. The appropriate
lighting class has to be selected according to the function of the road, the design speed, the overall layout, the
traffic volume, traffic composition, and the environmental conditions.
At the final engineering stage of a new road the predicted traffic volume 10 years after opening of the road can
be used. For existing roads information from traffic monitoring systems can be used.
Table 1 incorporates the considered principles and values. At national level further developed code of practice
for road lighting is recommended based on the administrative or functional classification of roads. Close
cooperation with road lighting, traffic planning, highway engineering and traffic safety experts is required.
Maximum capacity values shall be obtained from traffic planning expert because figures vary according to
road and street classes.
For the determination of the lighting class M to be applied to a given situation the appropriate weighting values
(VW) have to be selected and added to find the sum of the weighting values (VWS). The number of the
lighting class M is then calculated as:
Number of lighting class M = 6 - VWS
Careful selection of appropriate weighting values in Table 1 will yield class numbers between 1 and 6. If the
sum of the weighting values (VWS) is < 0 the value 0 shall be applied. If the result M is ≤ 0 the lighting class
M1 shall be applied.
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Table 1 — Parameters for the selection of lighting class M
a
Description Weighting
Parameter Options
a
Value V
W
Very high v ≥ 100 km/h 2
High 70 < v < 100 km/h 1
Design speed or
speed limit
Moderate 40 < v ≤ 70 km/h -1
Low v ≤ 40 km/h -2
Motorways, multilane Two lane routes
routes
> 65 % of maximum > 45 % of maximum
High 1
capacity capacity
Traffic volume
35 % - 65 % of 15 % - 45 % of maximum
Moderate 0
maximum capacity capacity
< 35 % of maximum < 15 % of maximum
Low -1
capacity capacity
Mixed with high
percentage of 2
non-motorised
Traffic composition
...
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