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August 2007

DESIGN MANUAL FOR ROADS AND BRIDGES

VOLUME 8 TRAFFIC SIGNS ANDLIGHTING

SECTION 3 LIGHTING

TA 49/07

APPRAISAL OF NEW ANDREPLACEMENT LIGHTING ON THESTRATEGIC MOTORWAY AND ALLPURPOSE TRUNK ROAD NETWORK

SUMMARY

This document sets out the requirements for theappraisal of both new and replacement road lighting onthe strategic motorway and all purpose trunk roadnetwork.

INSTRUCTIONS FOR USE

1. Remove contents pages from Volume 8 and insertnew contents pages dated August 2007.

2. Insert new Advice Note TA 49/07 into Volume 8,Section 3.

3. Please archive this sheet as appropriate.

Note: A quarterly index with a full set of VolumeContents Pages is available separately from TheStationery Office Ltd.

TA 49/07Volume 8, Section 3

Appraisal of New and ReplacementLighting on the Strategic Motorway

and All Purpose Trunk RoadNetwork

Summary: This document sets out the requirements for the appraisal of both new andreplacement road lighting on the strategic motorway and all purpose trunkroad network.


THE HIGHWAYS AGENCY

TRANSPORT SCOTLAND

WELSH ASSEMBLY GOVERNMENTLLYWODRAETH CYNULLIAD CYMRU

THE DEPARTMENT FOR REGIONAL DEVELOPMENTNORTHERN IRELAND

Volume 8 Section 3TA 49/07

August 2007

REGISTRATION OF AMENDMENTS

Amend Page No Signature & Date of Amend Page No Signature & Date ofNo incorporation of No incorporation of

amendments amendments

Registration of Amendments

VOLUME 8 TRAFFIC SIGNS ANDLIGHTING

SECTION 3 LIGHTING

TA 49/07

APPRAISAL OF NEW ANDREPLACEMENT LIGHTING ON THESTRATEGIC MOTORWAY AND ALLPURPOSE TRUNK ROAD NETWORK

Contents

Chapter

1. Introduction

2. Purpose of Road Lighting

3. Implementation of Appraisal

4. Personal Injury Accident Savings

5. Determination of Costs

6. Other Benefits and Disbenefits

7. References

8. Enquiries

Annex A Documentation

Annex B Items to Include in Costs

Annex C Energy Cost Calculation

Annex D Decommissioning Cost Calculation


August 2007


Chapter 1Introduction

1. INTRODUCTION

General

1.1 This Standard sets out the procedure for appraisalof new and replacement lighting on the strategicmotorway and all purpose trunk road network, referredto hereafter as the strategic road network. It replacesTA 49/86 including Amendment No.3, which is nowwithdrawn.

1.2 Lighting is used as a safety measure on thestrategic road network. However, it should berecognised that previously advised accident savingsmay no longer be realised and there may be associatedadverse impacts. Furthermore, as new technologiesbecome available, other scheme safety measures mayprovide better value for money, or lower adverseimpact, or both.

1.3 This Standard should be used in conjunction withthe Highways Agency’s Project Appraisal Report (PAR)documentation process or an equivalent appraisalprocess complying with the Transport AnalysisGuidance issued by the Department for Transport.

1.4 References to the PAR hereafter in this Standardshould be taken to include any OverseeingOrganisation’s equivalent appraisal process.

1.5 It is mandatory that no tenders are invited, orwork by term maintenance contractors committed, untilthe PAR has received the appropriate recommendationand approval signatures at the Commitment of WorksExpenditure stage.

1.6 This Standard explains how PAR should beimplemented for road lighting schemes and it should beread in conjunction with the PAR Guidance Notes. Thisenables a full, accurate and properly documentedappraisal of the benefits and disbenefits of road lightingto be made at each stage of a project. Where theexpected works cost falls below the PAR cost lowerlimit and therefore economic appraisal is not required,this Standard does not apply. In all other situations,including major schemes with an estimated cost abovethe upper PAR cost limit, this Standard applies.

1.7 In addition to the standard PAR process, certaindocumentation should be produced in support of a roadlighting appraisal and be cross-referenced in the PARsubmission, as described in Annex A.

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8 This Standard should also be read in conjunctionith TA 96, Whole Life Cycle Code of Practice forighting on the Strategic Motorway and All Purposerunk Road Network, TD 34, Design of Road Lightingr the Strategic Motorway and All Purpose Trunk Roadetwork, TD 23, Maintenance of Road Lighting, andN 69, Designing for Maintenance.

9 The Road Safety Engineer has a significant role play in road lighting appraisal. The Road Safetyngineer shall comply with the requirements given inD 19 Road Safety Audit for an Audit Team Leader.his sets out the training, skills and experiencequired, together with the fundamental principle ofdependence from the main lighting appraisal andsign team.

cope

10 This Standard covers the following strategic roadtwork situations:

proposed lighting of a new road;

. proposed lighting of an existing unlit road, wherelighting would be the sole improvement;

i. proposed lighting of an existing lit or unlit road,where lighting would be part of a package ofimprovements; and

. proposed renewal of life-expired lighting, wherereplacement of lighting columns is involved.

11 Where existing lighting is to be renewed orgraded while retaining existing lighting columns in

tu, this is regarded as maintenance and an appraisal ist required.

12 When road lighting has life-expired and anerall positive economic benefit for its replacementnnot be demonstrated, the appraisal process, innjunction with a Road Safety Engineer’s report,ovides justification in principle for not replacing the

ghting.

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Chapter 1Introduction

Implementation

1.13 This Standard should be used forthwith for theappraisal of road lighting on the strategic road network,including those schemes currently being progressed,unless directed otherwise by the OverseeingOrganisation.

1.14 It should be used in conjunction with theHighways Agency’s PAR documentation, or theequivalent as used by other Overseeing Organisations,in order to ensure compliance with Department forTransport requirements for analysis of transportprojects.

August 20071/2


August 2007 2/1

Chapter 2Purpose of Road Lighting

2. PURPOSE OF ROAD LIGHTING

2.1 The primary purpose of road lighting on thestrategic road network is to reduce personal injuryaccidents (PIAs). This is a quantifiable benefit.Consequently the most important consideration is thepredicted accident cost saving, which should be greaterthan the lighting scheme cost in order to provideeconomic justification for road lighting. Further detailsare given in Chapters 4 and 5.

2.2 Other areas where road lighting can providebenefits include physical fitness (by encouragingwalking and cycling), journey ambience and communityseverance. (Note that physical fitness and communityseverance are not relevant to motorways.) These areaswill often not be quantifiable but should nevertheless berecorded and taken into account. Further details aregiven in Chapter 6.

2.3 The role of road lighting as a safety benefit haslimitations, however, as follows:

i. it should be considered alongside alternativemeasures likely to have lower cost or less adverseenvironmental impact;

ii. for new roads and improvement schemesincorporating features which represent adeparture from standards (such as narrow lanes),it should not automatically be used to mitigaterisks associated with a departure; and

iii. as a stand-alone improvement, it should not beused to mitigate a high darkness PIA rate unless aRoad Safety Engineer has carried out a fullaccident analysis and evaluation and concludedthat road lighting would be the best solution.


Chapter 3Implementation of Appraisal

APPRAISAL
3. IMPLEMENTATION OF
General

3.1 Project Appraisal Report (PAR) requires a fulland balanced appraisal of all the benefits anddisbenefits of an improvement or change at each stageof a project. Its outputs enable the decision to be madewhether to proceed to the next stage or to reject thescheme. The decision to proceed to the next stage willprimarily be based on the economic case, whilst alsotaking account of environmental impact.

3.2 It is necessary to demonstrate that alternatives toroad lighting that may achieve similar benefits havebeen fully considered alongside the road lightingoption. Annex A describes how this should bedocumented.

3.3 PAR also provides the base information to allowa post opening evaluation to be undertaken which willconfirm whether the expected benefits and disbenefitshave been realised.

3.4 There are three main areas of information that arenecessary in order to complete a PAR. These areas, andthe means by which this should be done for roadlighting schemes, are as follows:

i. the expected benefit in terms of PIA savings for aroad lighting scheme, determined as set out inChapter 4 of this Standard;

ii. the expected costs calculated as described inChapter 5 of this Standard; and

iii. other benefits and disbenefits, both quantifiableand non-quantifiable, as explained in Chapter 6of this Standard.

3.5 In all situations road lighting should be treated asbeing an improvement scheme in its own right. Iflighting is not the sole improvement, it should beseparated out from the other work and be appraisedindependently.

3.6 Where a new road or improvement scheme hasan estimated cost beyond the PAR limit, advice onappraisal should be sought from the designatedAppraisal Certifying Officer for the scheme. In theabsence of specific advice, it is recommended thatlighting costs and impacts be estimated and worked

August 2007

through the PAR process. If lighting appears to bejustified, lighting costs should then be included in theoverall scheme appraisal.

Appraisal Period

3.7 The period of appraisal for a road lightingscheme should normally be 30 years. A different period,appropriate to the expected column life, may beselected, but the following should be borne in mind:

i. standard road lighting schemes are typicallyretained for about 30 years;

ii. lighting columns with a longer expected life willhave a higher initial cost;

iii. the longer the appraisal period the higher theuncertainty in energy prices;

iv. lighting standards and techniques may evolvesuch that existing lighting schemes becomeoutmoded; and

v. technological innovation may lead to more costeffective means of reducing darkness accidents inthe foreseeable future.

3.8 If a different appraisal period is selected, thereasons should be documented as described in Annex A.The factors for energy cost (paragraph 5.10) anddecommissioning cost (paragraph 5.11) should also beadjusted.

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Chapter 4Personal Injury Accident Savings

DENT SAVINGS
4. PERSONAL INJURY ACCI
General

4.1 This Chapter describes how to determine thedarkness personal injury accident (PIA) saving on thestrategic road network for use in appraisal. It isimportant to note that any figures given in this Chapterare derived from national statistics and are only suitablefor economic appraisal. They should not be used forany other purpose.

4.2 The proportion of darkness PIAs on all types ofstrategic road is on average 28% of the total PIAsoccurring during daylight and darkness [source: RoadCasualties Great Britain 2004, DfT]. Where only thetotal accident figures are known it can be assumed,therefore, that 28% of them occur during the hours ofdarkness.

4.3 Table 1 gives a generalised indication of thedarkness PIA saving due to road lighting on links,suitable for appraisal. A link is a stretch of roadconnecting two consecutive junctions (minor accessesare ignored). Paragraphs 4.8 and 4.10 describe how analternative figure may be derived for specific schemes.Details relating to junctions are given in paragraphs4.11-4.13. It should be assumed that the figures in Table1 are not dependent on the lighting class.

Type of link A1

Motorway and motorway standardAll Purpose Dual Carriageway 10%

All Purpose Dual Carriageway 10%

All Purpose Single Carriageway 12.5%

1 Percentage darkness PIA saving due to road lighting

Table 1 – Darkness PIA Savings on LinksDue to Road Lighting

4.4 Where road lighting would form part of apackage of improvements to an existing road, adviceshould be sought from a Road Safety Engineerconcerning the applicable PIA saving due to roadlighting. It may be that the figure taken from Table 1should be amended in such circumstances.

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.5 PIA savings should be assessed over exactly theame geographical extent as the proposed lightingcheme. The extent of a lighting scheme is described inD 34. For example, a lit link will require any junctionsn the link also to be lit, hence the combined PIAaving for the link and junction(s) should be used.

arkness PIA Saving on a New Link

.6 The forecast number of darkness PIAs for thepening year should be determined from the predictedpening year traffic flow multiplied by the nationalverage PIA rate for the type of road as given in Designanual for Roads and Bridges, Volume 13 (COBA).

he predicted PIA saving should be calculated byultiplying the number of opening year darkness PIAs

y the appropriate percentage A from Table 1.

arkness PIA Saving on an Existing Unlit Link

.7 The forecast number of darkness PIAs for thepening year should be taken to be the same as theverage for the immediately preceding five years. In thebsence of five years’ data, the minimum period to beonsidered should be three years. The predicted PIAaving should be calculated by multiplying the numberf opening year darkness PIAs by the appropriateercentage A from Table 1.

.8 Where there is shown to be an unusually highumber of darkness PIAs, a full accident analysis andvaluation should be undertaken by a Road Safetyngineer and the likely PIA saving estimated for use in

he appraisal process. This should be documented asescribed in Annex A.

arkness PIA Saving for Renewing Lighting on ait Link

.9 The forecast number of darkness PIAs for thepening year should be taken to be the same as theverage for the immediately preceding five years,ssuming road lighting remains in place. In the absencef five years’ data, the minimum period to beonsidered should be three years. The predicted PIAaving should be calculated by multiplying the numberf opening year darkness PIAs by A/(100% – A), where is the appropriate percentage from Table 1. (The PIA

igure will relate to lit conditions and, therefore, it can

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Chapter 4Personal Injury Accident Savings

be assumed that the accident savings given in Table 1are already being achieved. The formula takes accountof this fact.)

4.10 The Overseeing Organisation may advise that afull accident analysis and evaluation be undertaken by aRoad Safety Engineer, in which case the likely PIAsaving should be estimated for use in the appraisalprocess. This should be documented as described inAnnex A.

Darkness PIA Saving for Junctions

4.11 Junctions include the following highwayarrangements:

i. slip road and link road merges and diverges onMotorways and All Purpose Dual Carriageways;

ii. other elements of grade-separated interchangeson Motorways and All Purpose DualCarriageways;

iii. roundabouts on All Purpose Single and DualCarriageways;

iv. T-junctions and staggered junctions on AllPurpose Single and Dual Carriageways; and

v. cross-roads on All Purpose Single Carriageways.

4.12 With the exception of slip road merges anddiverges, the available statistics do not give a clearindication of the PIA savings likely to be realized in anyof the above circumstances. For slip road merges anddiverges the statistics show that they generally have asignificantly lower number of darkness PIAs when lit,but other methods of accident reduction should alwaysbe considered alongside (for example, lengthening themerge/diverge).

4.13 Whether the junction is existing or proposed, aRoad Safety Engineer should carry out an assessment toestimate the likely PIA saving through providing roadlighting for use in PAR. This should be documented asdescribed in Annex A. If it is not possible to providesuch an estimate it should be assumed that there would

August 20074/2

be no PIA saving.


STS

Chapter 5Determination of Costs

5. DETERMINATION OF CO

General

5.1 This Chapter describes how to determine thecosts of providing road lighting for use in ProjectAppraisal Report (PAR). The costs of a road lightingscheme fall into four categories:

i. design and construction;

ii. annual maintenance over the life of theinstallation;

iii. energy charges over the life of the installation;and

iv. decommissioning and disposal at end-of-life.

5.2 Prior to assessing these costs a scheme designshould be produced. This need not be a fully detaileddesign, but should be in sufficient depth to enable coststo be estimated reasonably accurately. Where standardlighting columns would require protection by adedicated safety barrier, the use of passively safecolumns should also be evaluated. The design solutionshould be documented as described in Annex A.

5.3 The design should be in accordance with TD 34,Design of Road Lighting for the Strategic Motorwayand All Purpose Trunk Road Network.

5.4 The scheme should have an intended lifematching the appraisal period used in the PARcalculations (see paragraph 3.7).

Works Cost

5.5 The works cost should include all the costs thatare incurred by preparing and installing the proposedscheme, including any overhead costs such aspreparation, design, and site supervision that are notaccounted for automatically within the appraisalprocess. Annex B gives a non-exhaustive list of items tobe included. Where other construction work would betaking place at the same time, the works cost should bethe additional cost to the scheme of installing lightingrather than the cost of lighting in isolation.

August 2007

Maintenance Cost

5.6 The opening year maintenance cost should becalculated for a period that covers a whole number oflamp replacement and electrical testing cycles. Anallowance should be included for less frequentmaintenance activities, where relevant, such as paintingand luminaire replacement. The opening yearmaintenance cost should be the annual average for thisperiod. The requirements of TD 23, Maintenance ofRoad Lighting, should be taken into account. It shouldbe assumed that lamp replacement, luminaire cleaningand column inspection cycles coincide. Annex B gives asuggested list of items to be included.

5.7 It should also be assumed that road lightingmaintenance would be combined with othermaintenance activities wherever possible. In such cases,the cost of traffic management should not be solelyallocated to the lighting.

5.8 A reasonable estimate should be made of the costof dealing with equipment faults, but emergencyresponses should be excluded because they areunpredictable and, in the case of third party liability,compensation may be obtainable.

5.9 Note that the figure for opening yearmaintenance cost used in appraisal should also includecomponents for energy (paragraph 5.10) anddecommissioning (paragraph 5.11)

Energy Cost

5.10 The opening year energy cost should becalculated using the currently applicable ratesnegotiated with the Highways Agency’s or otherOverseeing Organisation’s energy supplier. It isexpected that energy charges will outstrip the RetailPrices Index (RPI) for the foreseeable future, althoughit is impossible to predict the likely difference betweenthe two over the appraisal period. To take account ofthis, the annual energy cost should be multiplied by thefactor given in Annex C. The resultant figure shouldthen be included in the opening year maintenance cost.

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te

Chapter 5Determination of Costs

Decommissioning Cost

5.11 It should be assumed that the lighting will bedecommissioned at the end of the appraisal period,whether or not a replacement scheme would beimplemented. The cost of decommissioning (whichshould include disposal) should be allowed for in theappraisal and should cover all site works. Annex Bgives a suggested list of items to be included. In theabsence of accurate information it can be assumed thathe decommissioning cost of lighting equals 20% of thworks cost. It should be multiplied by the factor givenin Annex D. The resultant figure should then beincluded in the opening year maintenance cost.

August 20075/2


ENEFITS

Chapter 6Other Benefits and Disbenefits

hicle emissions) Paragraph 6.7

eneficial Paragraph 6.2 and TA 96

eneficial

cations

nt to motorways) Paragraph 6.3

se (daytime) Paragraph 6.4

Chapter 4

Paragraph 6.5

Not relevant

motorways) Paragraph 6.6

Not relevant

icial Paragraph 6.7

raisal Topics

6. OTHER BENEFITS AND DISB

General

6.1 The Project Appraisal Report (PAR) processrequires that all non-neutral impacts are assessed. Table2 lists the topics as set out in PAR and indicates their

Topic Likely impact

Noise

Air quality

Greenhouse gases Not relevant (relates only to ve

Landscape Adverse

Townscape Slight adverse to slight b

Heritage Slight adverse to slight b

Biodiversity Adverse in sensitive lo

Water environment Not relevant

Physical fitness Neutral or beneficial (not releva

Journey ambience Beneficial (darkness), adver

Accidents Beneficial

Security Neutral

Public accounts

Transport economic efficiency

Reliability

Wider economic impacts

Option values

Severance Beneficial (not relevant to

Access to system

Passenger interchange

Land use policy

Government policy Adverse and benef

Table 2 – Relevance of PAR App

relevanceis describbe produc

August 2007

Refer to:

Not relevant

to road lighting. Assessment of these impactsed below. Supporting documentation shoulded as described in Annex A.

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Chapter 6Other Benefits and Disbenefits

Landscape, Townscape, Heritage and Biodiversity

6.2 A formalised impact assessment is needed foreach of these topics. This should be carried out inaccordance with the recommendations of TA 96.

Physical Fitness

6.3 This refers to the encouragement of walking andcycling activities. Where the road to be lit has provisionfor walking and/or cycling an estimate should be madeof the likely increase in walking and cycling journeysafter dark resulting from lighting.

Journey Ambience

6.4 A journey in darkness may be less stressful if theroad is lit and a comment to this effect should be made.However, in the daytime the presence of lightingcolumns can detract from views of the surrounding areaif the landscape is of reasonable quality.

Security

6.5 Road lighting will generally make littledifference to the security of road users and shouldnormally be assessed as having a neutral impact.

Severance

6.6 In situations where a road passes through asettlement, road lighting can be very beneficial afterdark. It can restore the connection between the twosides visually and it can encourage the movement ofinhabitants from one side to the other. However, thisshould not be considered without public consultation asalternatives to road lighting may be preferred.

Government Policy

6.7 All impacts on Government policy should bereported. For example, road lighting would contributeto meeting casualty reduction targets. On the otherhand, road lighting would consume energy, thusworking against the Government’s long-term strategy toreduce greenhouse gas emissions. Other policies whereroad lighting would have a non-neutral impact shouldalso be mentioned. Note that in PAR the adverse impactof greenhouse gas emissions should be reported here,not in the greenhouse gas worksheet, since that isreserved for emissions arising from vehicle use.

August 20076/2


August 2007

Chapter 7References

7/1

7. REFERENCES

1. Design Manual for Roads and Bridges(DMRB)

HD 19: Road Safety Audit (DMRB 5.2.2).

IAN 69: Designing for Maintenance.

TD 23: Trunk Roads and Trunk Road MotorwaysInspection and Maintenance of Road Lighting(DMRB 8.3).

TD 34: Design of Road Lighting for the StrategicMotorway and All Purpose Trunk Road Network(DMRB 8.3).

TA 96: Whole Life Cycle Code of Practice for Lightingon the Strategic Motorway and All Purpose Trunk RoadNetwork (DMRB 8.3).

2. Other

Road Casualties Great Britain 2004 (Department forTransport, 2005).


August 2007 8/1

8. ENQUIRIES

All technical enquiries or comments on this Advice Note should be sent in writing as appropriate to:

Divisional Director (Safety, Appraisal and Technology)Room 4BFederated HouseDorking A PICKETTSurrey Divisional Director (Safety, Appraisal andRH4 1SZ Technology)

Director of Trunk Roads: Infrastructure andProfessional ServicesTransport ScotlandTrunk Road Network Management8th Floor, Buchanan House58 Port Dundas Road A C McLAUGHLINGlasgow Director of Trunk Roads: InfrastructureG4 0HF and Professional Services

Chief Highway EngineerTransport WalesWelsh Assembly GovernmentCathays Parks M J A PARKERCardiff Chief Highway EngineerCF10 3NQ Transport Wales

Director of EngineeringThe Department for Regional DevelopmentRoads ServiceClarence Court10-18 Adelaide Street R J M CAIRNSBelfast BT2 8GB Director of Engineering

Chapter 8Enquiries


August 2007

ANNEX A DOCUMENTATION

A.1 Relevant background information and decisionsmade during the course of the appraisal should bedocumented and placed in a Technical File and retainedfor inspection by the Overseeing Organisation. The listsbelow indicate the coverage of the documentation. Alldocumentation should be attached to the ProjectAppraisal Report (PAR) submission using theappropriate PAR worksheet.

A.2 Essential documentation includes:

i. description of extent of scheme, tie-ins withexisting lighting and transition to unlit sections(paragraph 5.3); and

ii. details of all design solutions, including columnheight, lamp type and wattage and columnarrangement (paragraph 5.2).

A.3 Other documentation may cover:

i. choice of appraisal period (paragraph 3.8);

ii. consideration of alternatives to lighting(paragraph 3.2);

iii. Road Safety Engineer’s report(s) (Chapter 4);

iv. design criteria (paragraph 5.3);

v. noteworthy assumptions relating to works,maintenance, energy or decommissioning costs(paragraphs 5.5-5.11);

vi. environmental impact assessment (paragraph 6.2and TA 96);

vii. data on walking and cycling journeys (paragraph6.3); and

viii. other information relating to non-neutral impacts.

Annex ADocumentation

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E IN COSTS

Annex BItems to Include in Costs

B/1
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ANNEX B ITEMS TO INCLUD

B.1 The following is a non-exhaustive list of items tobe considered when calculating the works cost for aroad lighting scheme:

i. lighting columns and road lighting luminaires(with electronic dimming control gear whereavailable), including passively safe lightingcolumns where required;

ii. vehicle restraint system provision or modification(where provided solely for protection of lightingequipment);

iii. electricity supply, including feeder pillars andDistribution Network Operator charges;

iv. dimming, remote monitoring and similarequipment, where proposed;

v. cable network, including all ducting, trenchingand draw pits;

vi. temporary lighting made necessary by theremoval of existing road lighting (in accordancewith any contractual agreements or as requiredby the Overseeing Organisation);

vii. illumination of signs made necessary by theprovision of road lighting;

viii. reinstatement;

ix. traffic management;

x. impact mitigation measures;

xi. any overhead costs not automatically included byProject Appraisal Report (PAR);

xii. any other special precautions or items ofrelevance.

B.2 The following is a non-exhaustive list of items tobe considered when calculating the maintenance costfor a road lighting scheme:

i. lamp replacement;

ii. luminaire cleaning;

iii. routine column inspection (including bracket andany fixings);

iv.

v.

vi.

vii.

viii.

ix.

x.

B.3be cocost f

i.

ii.

iii.

iv.

v.

vi.

rigorous column inspection/testing, especiallyafter expiry of fatigue design life;

inspection and maintenance of vehicle restraintsystem (where provided solely for protection oflighting equipment);

electrical testing;

painting;

luminaire replacement;

specialised access equipment for any of theabove;

traffic management.

The following is a non-exhaustive list of items tonsidered when calculating the decommissioningor a road lighting scheme:

removal of lighting equipment;

removal of vehicle restraint system (whereprovided solely for protection of lightingequipment);

recycling and disposal in accordance withlegislation;

reinstatement;

specialised access equipment for any of theabove;

traffic management.


August 2007

ANNEX C ENERGY COST CALCULATION

The cost of energy should be included in the OpeningYear Maintenance Cost. In order to correctly allow forinflation in energy prices, it should first be factored asdescribed below.

The whole life maintenance cost element of the PresentValue of Costs (PVC) is calculated by Project AppraisalReport (PAR) as follows:

PVC(maintenance) = OYMC × CF × DF × GTF

where:

OYMC is the Opening Year Maintenance CostCF is the Capitalisation Factor for Maintenancefor the appraisal periodDF is the discount factor to base year 2002 andGTF is the General Taxation Factor.

The Energy Cost (EC) should be evaluated to the sameyear as the OYMC. As energy prices can be volatile,this evaluation year should be as close as possible to theOpening Year and an informed estimate should be madeof the likely energy cost in that year. Reference toGovernment official statistics on energy prices mayprovide assistance.

It is necessary to calculate another capitalisation factor,CF(energy), using the formula:

CF(energy) = (1 – Xa+1) / (1 – X)

where:

X = {1 + (e/100)} / {1 + (d/100)}a = appraisal period in yearse is the energy inflation rate above RPI in % andd is the discount rate in %.

The EC is factored for inclusion in the total OYMC asfollows:

OYMC(energy component) = EC (CF(energy) / CF).

The appropriate values for d and CF should beconfirmed with the Overseeing Organisation. The valuefor e should be 10% unless otherwise directed by theOverseeing Organisation.

Annex CEnergy Cost Calculation

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August 2007

ANNEX D DECOMMISSIONING COSTCALCULATION

The Decommissioning Cost needs to be kept separatefrom the construction cost in order to retain theintegrity of other calculations within Project AppraisalReport (PAR). For this reason, it should be added to theOpening Year Maintenance Cost, after factoring to givethe correct result.

The whole life maintenance cost element of the PresentValue of Costs (PVC) is calculated by PAR as follows:

PVC(maintenance) = OYMC × CF× DF × GTF

where:

OYMC is the Opening Year Maintenance CostCF is the Capitalisation Factor for Maintenancefor the appraisal periodDF is the discount factor to base year 2002 andGTF is the General Taxation Factor.

The Decommissioning Cost (DC) should be evaluatedto the same year as the OYMC. It should then befactored for inclusion in the OYMC as follows:

OYMC(decommissioning component) = DC / CF.

The appropriate value for CF should be confirmed withthe Overseeing Organisation.

Annex DDecommissioning Cost Calculation

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