Transportation and The Environment/Traffic Accident and Safety

DEVELOPMENT OF ROAD LIGHTING FRAMEWORK FOR SUSTAINABLE OPERATING IN THAIALND

Watchara SATTAYAPRASERT1) and Pawinee IAMTRAKUL2) 1) Department of Civil Engineering, Mahanakorn University of Technology 51 Cheamsamphan Rd., Nongchok, Bangkok, Thailand E-mail: swatchar@hotmail.com 2) School of Engineering and Technology, Asian Institute of Technology P.O. Box 4 Klong Luang, Pathumthani, Thailand E-mail: apawinee@hotmail.com Abstract. Road safety is the major problem that has been overlooked by the concerned authorities for a long time. One important, but perhaps not well-treated for many aspects of road design, is road lighting. Despite a various benefits of road lighting, road safety and public amenity play an important role to serve for roadside environment as roadside furniture. However, there are few road safety studies regarding to lighting issue in Thailand and it requires for a systematic approach to cope with, thus this study attempted to develop a framework to propose a systematic solution to deal with this problem. Base on the existing problematic of lighting on road networks in Thailand, this study summarizes the collected road lighting data into four categories of problems: lack of standard, lack of maintenance, alignment problem, and specific problem. In addition, for well-organized this dilemma in the efficient means, this study also developed framework and a computerized system to improve the road lighting system. The Second Stage Expressway (section between Bangkhlao and Ngam Wong Wan) was selected as the case study to verify the usefulness of this developed computer system and the lighting framework. The results indicated that road lighting were over design when compared with the optimum case. Furthermore, two major problems found at this case study were inappropriate alignment and lack of maintenance at certain location of this selected study location. Keywords. Design, Problems, Road Lighting, Framework INTRODUCTION Several elements of road have been installed with the purpose of safety provision such a guard rail, road stud, and ROAD LIGHTING. Road light is one of the most important tools for reducing potential road hazard during night-time. Recentlly, people in developing countries face ever worsening road lighting problems that one of the main causes of such problems is inappropriate lighting operation system management. In order to address the useful system for operating road lighting; strategies are needed on both installation and maintenance. In developing countries, there are many causes that failed to encourage the road lighting improvement; the most important one is budget constraints. The existing road lighting system in developing countries had been made on an improper way, if it is allowed for system modification to solve this problem; almost all systems have to be removed. That is impracticable to be implemented, thus the improvement should be performed in the beginning stage that is before the installation had been located.

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In order to keep away from such problems, framework of road lighting operation has to be clearly placed considering the problem as much as possible. Thus, this study aims to develop the computer-base framework of road lighting system that requires a case study to verify the usefulness of methodological development. For this reason, Bangkok: the capital city of Thailand, one of the typical of many cities in developing countries faced with the problem of inappropriate road lighting operation is selected as a study area. This is due to the reason that in Thailand, road lighting still remains as a major problem for various roads/highway through out the country. The evidence revealed that there are many major roads constructed with unsuitable lighting. Along with the rehabilitation of lighting system has not usually been carried out because the government has been faced with the lack of budget, especially during economic crisis. Consequently, decision in the installation and maintenance schedule must definitely be taken proper attention. Nevertheless, existing lighting systems on the roadway still have to be checked in order to know that they been installed in an appropriate way or not and how could the improvement be implemented the system as much as possible. Within the purpose of correcting road lighting operation, preparation of proper information will be the handy tools for people who take a responsibility to handle them efficiently. The following problems are found within the current system: Warrants for road lighting installation are not all followed and considered accordingly. Some of the present road lighting had been installed by lack of standard, so the brightness on that roads are not reasonable. Maintenance of road lighting equipment is obviously inadequate. Many road lightings are out of work without professional repair. Installation of road lighting in some location had been adopted in the improper way, such as bad alignment, inappropriate position of lighting in terms of specific lighting, etc. ROAD LIGHTING FRAMEWORK FOR SUSTAINABLE DEVELOPMENT A part from the design of the framework was carried out base on the problems found in the field surveying of the existing road lighting system. Fifteen locations in Bangkok Metropolitan were selected as survey sites. This developed framework does not cover the entire aspects in lighting design and management, other aspects such benefit-cost analysis and services operating are not considered in this study due to time limitation. In general, there are four major phases in the road lighting systems that are examined: i) warrant, ii) design, iii) problem checking and iv) maintenance. Any road project that has been decided to implement, road lighting installation must be generally included in consideration. Warrants are the information guide for the decision maker whether lighting should be installed in the road project or not. If such road lighting must be adopted, how to install it in appropriate way is the question that will come up with their decision. Design has to be performed in order to know the solution. In the design process, designers may encounter a mistake in some points of view; the report should be repeated checking again by the auditor to be sure that the potential of hazard will not be increased by following the design. If the design did not pass through the checking, thus redesign needs to be performed. In case the design passes the checking process, road lighting design report will be sent to the people who take place in construction process. Although the good quality lighting had been installed on the road, later on, maintenance might need to be applied. Following the concept of preventive maintenance, the problem of bad luminous operation should be prevented. Therefore, maintenance schedule is required to be considered that can assist the 50

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operation of road lighting to be more effective. Therefore, the framework (warrant, design, problem checking, and maintenance) should be developed following the four major phases of with the reason and sequence mentioned earlier. The Overview chart of this framework is shown in Figure 1.

Figure 1 Sequence chart of framework overview ROAD LIGHTING PROBLEM CHECKING Problem phase was described as a third part of this framework which particular provides to help the agents take the responsibility to audit road lighting that includes road safety auditor. However, designers also can make application for correcting or checking their design result. This phase contains the general existing problems in Bangkok, thus, divide into four major topics. It has been conducted based on the site surveying which has mentioned at the beginning. Problem checking phase was set up for the purpose of increasing the safety and efficiency of lighting system. The report that was prepared by the designer will be checked in order to remove any problem remaining in the desired system. However, the redesign does not belong to this phase of framework. The problems found will be sent back to the team of designer to be solved. According to the survey locations, the usual problem found on these locations can be summarized in four major categories which are i) lack of standard, ii) lack of maintenance, iii) alignment problem and iv) specific problem. Therefore, the effective road lighting framework should be developed to reduce the frequency and severity of these problems. These four major road lighting problems are incorporated in the development of the lighting framework of this study. Details of these four lighting problems are summarized as shown in Table 1. 51

Transportation and The Environment/Traffic Accident and Safety

Table 1 Problem Summary

Topic of Problem Lack of Standard Sub-topic of Problem

Average road surface illuminance is lower than standard. Unsuitable surface illuminance uniformity brings the sight discomfort. No lighting install on the location which should be placed. Discontinuity discomfort or disability causes by the unfixed broken lamp. Level of illuminance is not enough to recognize well the geometric of location. Alignment has been distorted by the set of improper lamp. Driver confusing or delay in decision making causes by inappropriate luminaire. Improper luminaire alignment leads driving to the way with risk opportunity. Lighting obstacles reduce surface luminance or create discontinuity. Inappropriate light color usage causes driver confusing or discomfort. Combination of several lighting colors and/or configurations create driver confusing.

Lack of Maintenance

Alignment Problem

Specific Problem

COMPUTERIZED SUPPORT SYSTEM DEVELOPMEMNT The computer based system, namely High-Light DEP, is separated into 3 major parts. These are the main system of High-Light DEP, ArcView GIS Software, and Simply Lighting Software. The links to supplementary softwares are created to provide direct access from the main system of High-Light DEP. Structure of basic concept of the system using for this software is shown in the following chart name as Figure 3.

Figure 2 Road Characteristic form

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Design Continuous Lighting

Road Project

Separate the section for consideration Input road lay out Input Road Characteristic of each section Select luminaire and mounting (height, arm, tilt, etc.)

Pick out the warrant for project location to display in report Select luminaire and arrangement

Updating maintenance data

Select standard

Calculate standard control for using in case Spacing optimization and control values calculation

Check the result with standard again and input the numerical result in the system

Road Lighting Database

Numerical Result

Pick out the consideration hints and recommendation for specific lighting to display in report

Graphical result in lay out luminance

Design the lighting in aspect of specific lighting (Draw the lay out)

Simply Lighting Software

Check the design result by using the problem hints

Getting technical data for luminaire and others

equipment Perform appropriate schedule for maintenance

Display in Arc View GIS Arc View GIS Software Action Input and Output

Report High-Light DEP 1.0 System

Figure 3 Sequence chart of High-Light DEP process High-Light DEP is a computerize system which has the information database of road lighting consideration that is used to record and generate the report for any road lighting project. The large amount of information (basic concept of specific lighting design techniques and warrant considerations in particular) and database system were prepared to support the entire system. At the beginning, the road project is divided into various sections depending on the characteristics of each section such as lane width, carriageway width, number of lanes, type of location, etc. After defining each section, road characteristics are a required data which have to be input into the system as shown in Figure 2. There are several road characteristics to be taken into consideration about the road lighting design and operation. The analysis result of any project is added up into the database system as report form with graphical output (Figure 4).

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Figure 4 Lighting Report form Simply Lighting Software is a software package to facilitate for the detail of quality lighting design, Simply Road Lighting module is one component of Simply Lighting that has been used for the system in order to design and analyze. Due to the limitation of Visual Basic 6.0 capability in data acquisition, road characteristics data cannot be sent directly to Simply Lighting Software. Users have to input road characteristic by themselves, the lighting configurations (mounting height, arm length, inclination angle, etc.) and arrangements as well. Output of road lighting design by Simply Lighting Software is provided into two major formats: graphical and numerical results. Maintenance schedule usually accomplished in timetable or chart which is required much time to update and difficult. Moreover, it is unclear and not simple to specify the location in the chart or timetable. Geographic information system, in this case ArcView software, is used to provide easy access to the package which can allow efficient update and manipulate schedule. By monitoring, location which the maintenance is required can be identified roughly as shown in Figure 5. The specific date of maintenance is presented while users pick on the location and detail that they want to know.

Figure 5 General and spatial schedules for maintenance on ArcView GIS

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CASE STUDY ANALYSIS In order to verify the use of High-Light DEP, a case study has been analyzed by following the entire system of High-Light DEP. The Second Stage Expressway was selected as the case study of this research. Specific location for inputting is a part of Bangkhlo - Ngam Wong Wan section. Road Characteristic The Second stage expressway is the elevated high grade motorway in urban area with roadside condition class A. Pavement type of the case study is R1 (Portland Cement Concrete). This road has provided 6 lanes for both directions of traffic with 3.5 m lane width. Consequently, number of lanes is reduced in some particular section of the road. Therefore, the analysis is performed by separating the road into various sections. For convenience, each section of the road was named as shown in Fig. 6. Other necessary characteristics of the road are shown in Table 2.

Figure 6 Lay out of the Second Stage Expressway Table 2 Characteristic of case study on the Second Stage Expressway
Section ID Rd. Width (m, inc. shoulder) Lane Width (m) Median Median Width (m) Crown Slope (%) Design Speed (kph) ADT (vpd) (% heavy veh.) STA (km) Type of Location Critical Rad. (m) Lighting Section Cont. Definition & Spec. 3.5 Yes 9 2.5 120 181708 3.49 11+200 - 11+800 Straight 3.25 No 0 2.5 80 4114 2.28 0+000 - 0+522 Access 1700 Cont. ConT. & Spec. 3.5 No 0 4.0 100 181708 3.49 11+800 - 13+080 Curve 1200 3.25 No 0 2.5 80 7757 1.77 0+000 - 0+493 Access 400 Cont. Cont. Cont. 3.5 No 0 4.0 100 181708 3.49 11+841.579 13+080 Curve 1000 3.5 Yes 1 2.5 120 181708 3.49 13+080 - 13+440 Straight 0001 35 0002 9 0003 13 0004 9 0005 13 0006 27

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Continuous Lighting Design Average road surface illuminance values had been calculated by Simply Lighting Software had passed the standard values so far. That is the average illuminance of around 40 lux on the Second Stage Expressway is much more than 21.5 lux from the DOH standard value of high grade motorway. Therefore, optimization of spacing for the Second Stage Expressway had been made by Simply Lighting Software in order to know the appropriate spacing. The existing system seems to be over design by considering the spacing among light columns. Tables 3 show the optimum values of average road surface illuminance and uniformity. Existing design illuminance values are more than optimized value around 1.5 times. Table 3 Average road surface illuminance and uniformity of the Second Stage Expressway for existing cases / optimum cases calculated by Simply Lighting Software
Horizontal Surface Illuminance Section ID 0001 0002 0003 0004 0005 0006 Average (lux) Existing / Optimum 44.76 / 25.42 45.28 / 31.79 41.55 / 25.72 45.28 / 31.79 41.55 / 25.72 59.13 / 44.44 Max./Min. Existing / Optimum 2.13:1 / 5.39:1 1.86:1 / 4.31:1 2.14:1 / 5.28:1 1.86:1 / 4.31:1 2.14:1 / 5.28:1 2.46:1 / 4.50:1 Ave./Min. Existing / Optimum 1.48:1 / 2.48:1 1.30:1 / 2.44:1 1.45:1 / 2.48:1 1.30:1 / 2.44:1 1.45:1 / 2.48:1 1.69:1 / 2.50:1 High Grade Motor way: Ave. Illuminance: 21.5 lx or greater Max./Min.:6:1 or less Ave./Min.:2.5:1 or less Standard

Table 4 Comparison of two cases of road lighting spacing Section ID Existing Design Spacing Optimized Design Spacing 0001 20 35 0002 29 41 0003 40 64 0004 29 41 0005 40 64 0006 40 55.5

Table 5 Comparison of estimated number of luminaires using for 1 km among existing systems and the optimum cases Section ID Existing Design Spacing Optimized Design Spacing 0001 25 15 0002 34 28 0003 25 18 0004 34 28 0005 25 18 0006 25 18

From the comparison of graphical results in Figure 7, surface illuminance uniformity ratios of the existing systems are better than the optimum. However, discontinuity of the road illuminance is not necessary to be totally removed, but the uniformity ratio should be enough to provide a proper visual comfort for good driving. If the optimum spacing has been used instead of existing systems, the costs definitely reduced. Comparison of estimated number of luminaires used for 1 km among existing systems, and the optimum

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Existing Optimum Figure 7 Comparison of isometric views for surface luminance among existing and optimum (section 0001) cases are shown in Table 5. The total number of six section luminaire for existing system of 168 can be reduced to become 125 in optimum case, that means 43 luminaires, columns and other equipment are saved including maintenance cost and energy consumption. In fact, road lighting construction for undulated spacing case is not reasonable; the appropriate spacing continuity in construction has to be considered. Specific Lighting Design In terms of specific road lighting design, two cases are interesting which has the access ramp of 0002 and 0004; and the curve in section 0002-0005. For the access ramps, difference in lighting configuration is used to sign the position of access ramp. The changing from single side to opposite arrangement of column placing gives warning to the approaching traffic that there is the diverging road on the next distance as shown in Figure 4.21. Curve consideration is made by including the recommendation of JICA (1990). For section 0004 and 0005 has critical radius of curvature less than 1000 m, they are consequently treated as straight road section Section 0002 has the critical radius of curvature of around 1700 m that is more than 1000 m, thus, it cannot be treated as straight road section. In this case road width is less than mounting height multiplied by 1.5; therefore they choose single-side placing on the outer edge curve in the design. Recommended spacing of this case is 35 m or less. For that reason, spacing of 29 m had been selected on this section. Radius of curvature for section 0003 is 1200 m and column placing is single-side arrangement on the outer edge of the curve. Recommended spacing for 12 m mounting height column is 35 m or less. However, in this case they used 40 m spacing, thus, it might not be appropriate follows JICAs recommendation. Problem Review The problems of road lighting were found on the study location are two issues. The first is lack of 57

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maintenance. Some lamps are not functioning. Actually, this problem had been observed on the most of the roadways in Bangkok, not just on the Second Stage Expressway. Another problem of road lighting along study section is the inappropriate spacing of the curve of section 0003 as mentioned earlier. The alignment for that section might not give proper visual information for driving. CONCLUSIONS Each phase of framework gains benefits for road user in terms of safety and efficiency on the road lighting aspect. In the view of safety, it is obviously that significant improvement can be reached by implementing this framework in warrant consideration, design, problem removing and maintenance. Moreover, the entire framework can be used to increase potential of road lighting efficiency as well. Such effective warrants relieve the energy waste by installing the light on the inappropriate location. Actually, each phase of this framework can be separately done regardless the others. For example, road safety auditor might not need the phase of warrant consideration in order to audit the existing road lighting, but safety potential still could be increased by their work with no doubt. In the view of author, the entire system of this framework gain benefit to user as cumulative function for each phase (Figure 8). Therefore, implementation of full system is the best for improving the safety and efficiency in road lighting.
Maintenance

Problem Checking Design Warrant

Discussion to be sure that road lighting is re ally ne e d to be installe d on any spe cific location, and discard the location that othe r road e le me nts can substitute inste ad of lighting.

To ensure that the road lighting had been installed in the positive way to enhance safety on the road, and the efficiency in term of amount of investment will not be over than the appropriateness.

Rechecking the design base on the hints of problems which had occurred before to guarantee that the lighting design is not ignored the important point in safety and efficiency.

Perform schedule for necessary maintenance of road lighting to confirm that the lamps which now are working properly will keep going well on their role in the future.

Phase I

Phase II

Phase III

Phase IV

Continue of Increasing in Safety and Efficiency

Figure 8 Benefits of framework ACKNOWLEDGEMENT To the late Prof. Yordphol Tanaboriboon for being great teacher of my life. REFFERENCES Japan International Cooperation Agency, The Study on Traffic Operation Plan for Roads in the kingdom of Thailand. Final Report (Guidelines, Engineering Specifications), 1990, pp. 290-299. AASHTO, Policy on Geometric Design of Highways and Streets. Fourth Edition, American Association of State Highway and Transportation Officials, Washington, D.C., 2005, pp. 8-1 8-33. 58