lighting statement

8/10/2019 Lighting Statement

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December 2013

A new urban village for Cambridge

Land north of Newmarket Road, CambridgeOutline planning application to South Cambridgeshire District Council

Lighting Statement


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Wing

Lighting Statement

December 2013

Marshall Of Cambridge (Airport Properties) Ltd


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317619 BNI NOR 01 01

http://pims01/pims/llisapi.dll?func=ll&objId=1547236712&objAction=brow=

December 2013

Wing

Lighting Statement

Wing

Lighting Statement

December 2013

Marshall Of Cambridge (Airport Properties) Ltd

Mott MacDonald, East Wing, 69-75 Thorpe Road, Norwich NR1 1UA, United Kingdom

T+44 (0)1603 226780 F+44 (0)1603 619365 W www.mottmac.com

The AirportNewmarket RoadCambridgeCambridgeshireCB5 8RX


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WingLighting Statement

317619/BNI/NOR/01/01 December 2013http://pims01/pims/llisapi.dll?func=ll&objId=1547236712&objAction=browse&viewType=1

Chapter Title Page

1 Introduction 1

2 Performance Objectives 2

3 Environmental Considerations - Obtrusive Light 33.1 Obtrusive Light Limitation Design Guidance _______________________________________________ 33.2 Environmental Zone Classification ______________________________________________________ 33.3 Obtrusive Light Limitations ____________________________________________________________ 4

4 Lighting with LEDs 5

4.1 Adoption Implications ________________________________________________________________ 54.2 What White Is Right? ________________________________________________________________ 6Warm White Neutral White Cool White __________________________________________________________ 6

5 Local Environmental Constraints 7

5.1 Cambridge Airport __________________________________________________________________ 75.2 Bats _____________________________________________________________________________ 7

6 Lighting Classes Movement Network 8

6.1 Newmarket Road Boulevard ___________________________________________________________ 86.1.1 Traffic Route _______________________________________________________________________ 86.1.2 Conflict Areas ______________________________________________________________________ 96.1.3 Typical Lighting Column Mounting Heights ______________________________________________ 106.2 Primary Streets ____________________________________________________________________ 106.2.1 Traffic Route / Subsidiary Road _______________________________________________________ 106.2.2 Typical Lighting Column Mounting Heights ______________________________________________ 11

6.3 Secondary Streets _________________________________________________________________ 126.3.1 Subsidiary Road ___________________________________________________________________ 126.3.2 Typical Column Mounting Heights _____________________________________________________ 126.4 Tertiary Street and Shared Surface Pedestrian Priority Lanes ________________________________ 136.4.1 Subsidiary Roads __________________________________________________________________ 136.4.2 Typical Column Mounting Heights _____________________________________________________ 136.5 Cycle Highway with Parallel Pedestrian Paths and Shared Pedestrian and Cycle Paths ____________ 146.5.1 Subsidiary Roads __________________________________________________________________ 146.5.2 Typical Column Mounting Heights _____________________________________________________ 14

7 Lighting Classes Retail Areas 15

8 Lighting Classes Schools 17

9 Lighting Classes Sport Areas 18

Contents


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10 Lighting Classes Amenity Areas 19

10.1 Linear Park, Beta Square and The Circus _______________________________________________ 1910.2 Market Square ____________________________________________________________________ 20

11 Summary 22

Appendices 23Appendix A. Movement Network Drawing _________________________________________________________ 24Appendix B. Non Residential Uses Drawing ________________________________________________________ 25Appendix C. Public Shared Open Spaces _________________________________________________________ 26


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1

This Lighting Statement has been prepared on behalf of Marshalls for the proposed Wing Development on

the outskirts of Cambridge in the proximity of the existing airport. The proposed development will provide a

vibrant mixed community with up to 1,300 homes, retail premises, community amenities, a school and

open spaces.

All lighting for the proposed development will need to be designed with the interests of safety and

minimising crime and the fear of crime.

The purpose of this report is to identify best practice for each lighting scenario and provide technical detail

and principles of lighting.

The proposed development will require new and amended accesses to Newmarket Road creating a new

boulevard along with the internal access roads within the development. This new and amended network of

roads is referred to as the Movement Network.

The Movement Network will consist of a mix of road types that are designed to adoptable standards and

either maintained by Cambridgeshire County Council (CCC) or maintained privately. At this stage

confirmation of which roads will fall within each category has not be confirmed.

Areas other than the Movement Network will also be maintained privately.

For areas that are to be adopted by CCC, a design strategy will need to be agreed with CCC and their PFI

contractor regarding lighting standards and equipment specification.

For an overview of the proposed development reference should be made to drawing SK-PP-04 shown in

Appendix A.

1 Introduction


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2

Deliver high quality and efficient lighting which creates an attractive and safe environment for residentsand visitors alike.

Create a lighting solution, which aspires to make use of modern luminaire and lamp technology to

provide an energy efficient and flexible lighting scheme.

To provide an environment where people feel safe and secure.

Be sensitive to the setting while creating an enhanced and vibrant environment which aspires to

incorporate local artistic elements into the strategy wherever possible.

To aspire to meet appropriate standards in a creative way to instil the different spaces with different

atmospheres, and to use light architecturally to emphasise views and vistas and create a sense of

theatre within key spaces.

Pay particular attention to the sensitive nature of the sites ecology and identify areas of darkness in

order to preserve the landscape, minimise environmental impact and minimise cost. Provide a lighting installation which minimises sky glow, light spill and the luminous intensity which can

be experienced from luminaires.

Ensure that any proposed lighting does not have a detrimental effect to the safety and running of the

airport.

Provide safe, attractive and clear key routes during the evening for users and visitors.

The proposed lighting will need to be designed in accordance with current versions of relevant European

and British Standards. Lighting intended to be adopted by CCC will need to be designed and installed in

accordance with the current version of CCC development specification.

At the time of writing this report the current versions of the following documents are referenced:

Cambridgeshire County Council Standard Development Specification Dated 14/04/2011

British Standard for the Code of practice for the design of road lighting BS 5489-1:2013

British Standard for Road Lighting Part 2:Performace requirements BS EN 13201-2:2003

Institution of Lighting Professionals Guidance Notes for the Reduction of Obtrusive Light, 2011

The remainder of this report considers that these documents are current however prior to carrying out

design work these documents should be verified as current and if superseded the standards and lighting

levels discussed in this report should be reassessed.

2 Performance Objectives


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3

3.1 Obtrsive !ight !i"itation Design #idance

Light intensity and distribution needs to be carefully considered to ensure that direct upward light is

minimised, and light distribution cut-offs from luminaries do not result in severe lighting contrast on light

receiving surfaces such as floors and walls. Luminaries, lamps, optics and equipment shall be specified

and located to minimise any direct upward light component in order to reduce light pollution. In addition

light trespass and spill light will need to be minimised through design.

Figure 3.1: Types of Obtrusive Light

Source: ILP Guidance Notes for the Reduction of Obtrusive Light (2011)

3.$ %nviron"ental &one Classi'ication

To assess the appropriate levels of obtrusive light an appraisal will need to be carried out to classify the

site in terms of its Environmental Zone which equates to the district brightness of the surroundings, see

Table 3.1 for environment zone information.

With reference to the design parameters and based upon previous practical experience the following

classification forms the basis of the criteria which must be met by the external lighting installation.

The site can be considered as either having a Rural Surrounding, due to its outer suburban location and

proximity to the aerodrome, or having a Suburban Surrounding. In the case of a site being between two

possible environmental zones, ILP guidance recommends that the most difficult environmental zone of the

two options to achieve is assigned for assessment purposes. Therefore in line with ILP guidance, we have

applied an E2 environmental zone which equates to Low district brightness area Village or relatively darkouter suburban locations.

3 Environmental Considerations -Obtrusive Light


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4

Proposed development Environmental Zone Categorised as E2 Rural

Table 3.1: Environmental Zones (ILP guidance notes for the reduction of obtrusive light - 2011)

Zone Surrounding LightingEnvironment

Examples

E0 Protected Dark UNESCO Starlight Reserves, IDA Dark Sky Parks

E1 Natural Intrinsically dark

areas

National Parks, Areas of Outstanding Natural Beauty

etc.

E2 Rural Low District

Brightness

Village or relatively dark outer suburban locations

E3 Suburban Medium districtbrightness

Small town centres or suburban locations

E4 Urban High district

brightness

Town/city centres with high levels of night time activity

3.3 Obtrsive !ight !i"itations

It can be seen from table 3.2 that a lighting installation located in an area deemed to be more sensitive will

understandably equate to greater constraints with regards to obtrusive light. Based on our appraisal, see

below for maximum levels of obtrusive light associated with an E2 Zone.

Table 3.2: Obtrusive Light Limitations (ILP guidance notes for the reduction of obtrusive light 2011)

Environmental

Zone

Sky Glow

ULR (Max

%)

Light Intrusion (into

Windows) Ev(Lux)

Luminaire Intensity

I (Candelas)

Building

Luminance

Pre-curfew

Pre-

curfew

Post-

curfew

Pre-

curfew

Post-

curfew

Average, L

(cd/m2)

E0 0 0 0 0 0 0

E1 0 2 0 2,500 0 0

E2 2.5 5 1 7,500 500 5

E3 5.0 10 2 10,000 1,000 10

E4 15 25 5 25,000 2,5000 25

Curfew: The time after which more stringent requirements (for control of obtrusive light) will apply; often a

condition of use of lighting by the local planning authority. If not otherwise stated 23:00 hrs. is suggested

by the ILP.


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Light Emitting Diode (LED) based light sources are small, lightweight, durable, have a long life and

produce light almost instantaneously. They are unaffected by frequent switching, and can be easily

dimmed.

The lifetime of LED based luminaires is usually 15 to 25 years; this is more than three times the life of

current technologies adopted. Traditional SON-T lamps need to be changed, typically every 4 years. MBF-

U based lamps such as the HPL-N lamps need to be changed at a maximum interval of every two years.

This maintenance all adds a burden in terms of time, cost, traffic flow disruptions, carbon associated with

maintenance vehicles etc. LED based luminaires have low maintenance cost due to the fact that the lamp

change function is not a requirement for LED based lighting. There is however a requirement to change

the LED driver, which provides power to the LEDs, at more regular intervals. A high quality LED drivershould have a minimum 6 year life expectancy. This will therefore enable driver replacement during

routine maintenance.

Other advantages of LED based luminaires are that they comply with the Restriction of Hazardous

Substances Directive and therefore dont contain Mercury or Lead and dont emit any poisonous gases.

This has an environmental and cost benefit as the deposal of traditional lamps can be expensive.

(.1 Adoption )"plications

As previously discussed, lighting that is intended to be adopted by CCC will need to be designed and

installed in accordance with the current version of CCC development specification.

The preferred luminaire specification detailed in the development specification provides options for

luminaires that are functional and basic in design appearance. There is also limited options regarding the

use of LED luminaires, however there is scope to specify an alternative lantern that is in keeping with the

ideals of the development. If a more architectural luminaire is preferred, a commuted maintenance

payment maybe requested from CCC to cover any additional costs incurred.

4 Lighting with LEDs


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(.$ What White )s Right*

LED light sources come in various shades of white, the three main shades of white for LEDs are cool

white, neutral white and warm white, see figure 4.1 for a practical indication of these colours. The colour of

the light emitted by these near white light sources is indicated by the light sources correlated colourtemperature (CCT). This is a measure of the warmth or coolness of the light emitted and is measured in

Kelvin (K). The lower the kelvin value, the warmer the colour of the light and vice versa.

Figure 4.1: Example of Corrected Colour Temperature

War" White +etral White Cool White


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7

,.1 Ca"bridge Airport

The proposed Wing development is located in close proximity to Cambridge Airport and as such the

proposed development lighting will need to take account for Safeguarding in the interests of the airports

safety.

To limit the external lighting impact of the development upon the airport, luminaires should be position at 0

tilt and be specified as flat glass with a luminous intensity rating of G4 or greater, which equates to no

upward light above 95 from the Nadir of the luminaire.

Areas of the development that are in close proximity to the aircraft landing zone of airport will need toconsider that viewed from above the layout of an external lighting installation may appear similar to that of

a runway. Positions of lighting columns will need to be considered to limit this impact. The overall level of

illumination in this area should also be considered to avoid diminishing the effect of the aircraft landing

lights provided. Lighting column heights may also require limiting to further lessen the likelihood of an

incident.

The colours and orientation of advertising signs must also be considered as these can also be mistaken for

lights provided for aircraft landing.

Initial discussions have been carried out with Mr Ian Rogers the Airport Safety Manager who advised that

lights used in the proximity of the flight path to the runway should have a blue light source. A practicalsolution to this request is to use a LED light source with a CCT of greater than 5,300 Kelvins which

equates to a Cool Blue type LED. Further details on this can be found in section 4.

Further discussions will need to be carried out with the Airport Safety Manager as part of the design coding

process.

,.$ -ats

Following the results from the interim bat survey and associated survey report we can conclude that any

lighting installed must be sensitive to the presence of bats. Due to British and European legislation

Wildlife & Countryside Act (1981) (as amended) and the Conservation (Natural Habitats &c.) Regulations1994 (as amended) lighting in the vicinity of a bat roost, causing disturbance could constitute an offence.

Mitigation measures should be considered where appropriate. Further guidance can be obtained from the

Bat Conservation Trust and Institution of Lighting Professionals, Bats and Lighting in the UK document.

5 Local Environmental Constraints


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8

As discussed in the Introduction and Performance Objective sections, adoption criteria for the lighting used

on the Movement Network has yet to be confirmed. The following lighting classes have however been

provided in accordance with requirements of BS 5489-1:2013 to provide a level of lighting that provides

safety and wellbeing to all users.

For further details of the layout of the Movement Network including the various routes each section takes,

a drawing (12-592_PL 06 Revision C) has been included in Appendix A.

.1 +e/"arket Road -olevard

Newmarket Road is one of the main access roads into Cambridge and to ascertain a lighting class the roadhas been classified as a traffic route. Figure 6.1 shows a typical layout of the proposals for the boulevard.

Figure 6.1: Extract Newmarket Road Boulevard

Source: Drawing 12-592_PL07 - Pollard Thomas Edwards architects (PTEa)

.1.1 Tra''ic Rote

Table A.3 BS5489-1:2013 specifies lighting classes based on a speed limit of 40 mph or less, number of

carriageways and traffic flow (measured in Average Daily Traffic (ADT) or Annual Average Daily Traffic

(ADDT)), an extract of the table is shown in Table 6.1.

The lighting class for Newmarket Road has been based on a 30mph speed limit, single carriageway with

an assumed traffic flow between 7,000 and 40,000 ADT which equates to a lighting class of ME4a. This

assumption is based on the existing AADT being approximately 14,000.

If on assessment the traffic flow is deemed to be lower or higher, an appropriate lighting class from Table

6.1 can be selected.

6 Lighting Classes Movement Network


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Table 6.1: Extract of Traffic Route Lighting Classes

Traffic Flow (ADT)Single Carriageway

Lighting ClassDual Carriageway

Junctions >3kM apartDual Carriageway

Junctions 40,000 ME3b ME4a ME3b

>7,000


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points. The Boulevard, Primary and Secondary Streets all have a recommended lighting class of ME4a

(see sections 6.2 and 6.3).

Table 6.3 provides information on the corresponding traffic route conflict area lighting class. The highest

incoming lighting class of ME4a corresponds to a conflict area lighting class of CE3. If on assessmentthere is a change to the highest incoming traffic route lighting class then the conflict area lighting class can

be amended in accordance with Table 6.3.

Table 6.3: Extract of Conflict Area Lighting Classes

Traffic Route Lighting Class Conflict Area Lighting Class

ME2 CE1

ME3b CE2

ME4a CE3

ME5 CE4

Source: BS 5489-1:2013 Table A.4

Table 6.4 provides details of lighting levels associated with each lighting class.

Table 6.4: Extract of Conflict Area Lighting Levels

Conflict Area Lighting Class Average Illuminance Uniformity

CE1 30 0.4

CE2 20 0.4

CE3 15 0.4

CE4 10 0.4

Source: BS EN 13201-2:2003 Table 2

Further guidance for Conflict Areas should be sort from ILP Professional Lighting Guide 02, The

Application of Conflict Areas on the Highway.

.1.3 T0pical !ighting Col"n onting 2eights

Typical column mounting heights for this class of road will be either 10 metres or 12 metres. Due to the

potential width of the carriageway a maximum column height of 12 metres may need to be utilised.

These typical column heights are indicative only and can be discussed further at the Design Code Stage.

.$ Pri"ar0 Streets

.$.1 Tra''ic Rote Sbsidiar0 Road

The primary streets will act as the main transport routes within the development catering for all types of

movement including cyclists and pedestrians. Access to each part of the development will be provided via

the primary streets. As such the lighting class associated with these types of roads will need to be derived

from the lighting classes associated with traffic routes.

The lighting class for the primary streets has been based on a 20mph speed limit, single carriageway with

a medium traffic flow (ADT > 7,000


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Table 6.5: Extract of Traffic Route Lighting Classes

Traffic Flow (ADT)

Single Carriageway

Lighting Class

Dual Carriageway

Junctions >3kM apart

Dual Carriageway

Junctions 40,000 ME3b ME4a ME3b

>7,000


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.3 Secondar0 Streets

.3.1 Sbsidiar0 Road

The secondary streets will provide similar vehicle access to that of the primary streets however it is

anticipated that the level and type of traffic will be lower. As such the lighting class associated with these

types of roads will need to be derived from the lighting classes associated with subsidiary roads. Table A.5

BS 5489-1:2013 specifies lighting classes based on a speed limit of 30 mph or less, traffic flow and

environmental zone, an extract of the table is shown in Table 6.8.

The lighting class for the secondary streets has been based on a maximum 20mph speed limit with a high

traffic flow relating to access to shops and public houses etc. The environmental zone E2 provides a

lighting class of S3.

Table 6.8: Extract of Subsidiary Road Lighting Classes mainly typical speeds of 30mph or less

Traffic Flow Environmental Zone E2 Environmental Zone E3

High (Busy roads accessing shops,public houses etc.)

S3 S2

Average (Roads accessing housingestates)

S4 S3

Low (Quiet residential roads) S5 S4



Table 6.9: Overview of Subsidiary Road Lighting Classes

Lighting Class Average Illuminance Minimum Illuminance

S1 15.0 3.0

S2 10.0 2.0

S3 7.5 1.5

S4 5.0 1.0

S5 3.0 0.6


The lighting levels shown in Table 6.9 can be reduced further depending on the S/P ratio (Section 6.2.1provides a definition of S/P ratio) of the specified light source. Further guidance can be obtained from ILP

Professional Lighting Guide 03 Lighting for Subsidiary Roads.

.3.$ T0pical Col"n onting 2eights

Typical column mounting heights for this class of road will be 8 metres, however due to the potential width

of the carriageway a maximum column height of 10 metres may be better suited. Utilising a higher column

height will provide an opportunity for increased energy efficiencies however there will need to be a balance

between this and the overall aesthetics of the scheme. For lighting of segregated footpaths a split height

column could be used to limit the amount of street clutter.



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.( Tertiar0 Street and Shared Sr'ace Pedestrian Priorit0 !anes

.(.1 Sbsidiar0 Roads

The tertiary streets and shared surface pedestrian priority lanes will be interconnecting roads providing

direct access to residential areas. Whilst some of these will be relatively quiet, due to the shared nature of

some of the roads a higher standard of lighting should be achieved.

The lighting class for these roads has been based on a maximum 20mph speed limit with a consideration

for the additional hazard of pedestrians and vehicles sharing the surface. The environmental zone E2

provides a lighting class of S4.

Table 6.10: Extract of Subsidiary Road Lighting Classes mainly typical speeds of 30mph or less



S3 S2


S4 S3





Lighting Class Average Illuminance Minimum Illuminance

S1 15.0 3.0

S2 10.0 2.0

S3 7.5 1.5

S4 5.0 1.0

S5 3.0 0.6


The lighting levels shown in Table 6.11 can be reduced further depending on the S/P ratio (Section 6.2.1

provides a definition of S/P ratio) of the specified light source. Further guidance can be obtained from ILP


.(.$ T0pical Col"n onting 2eights

Typical column mounting heights for this class of road will be in the region of 6 to 8 metres. The possibility

of mounting the luminaires onto buildings in the vicinity of the road can be discussed at the Design Code

Stage subject to further design considerations.



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., C0cle 2igh/a0 /ith Parallel Pedestrian Paths and Shared Pedestrian and

C0cle Paths

.,.1 Sbsidiar0 Roads

The New Jubilee Cycle Way is intended to provide a main cycle highway for the development which

provides access to smaller shared pedestrian and cycle paths.

These pathways will be provided for cyclist and pedestrians only and as such the lighting class will be

ascertained from Table A.6 BS 5489-1:2013 which specifies lighting classes based on slow moving traffic,

cyclists and pedestrians, an extract of the table is shown in Table 6.12.

Table 6.12: Extract of Subsidiary Road Lighting Classes - mainly slow moving vehicles, cyclists and pedestrians


High (Busy roads accessing shops,public houses etc.) S4 S4


S5 S5





Lighting Class Average Illuminance (Lux) Minimum Illuminance

S1 15.0 3.0S2 10.0 2.0

S3 7.5 1.5

S4 5.0 1.0

S5 3.0 0.6





.,.$ T0pical Col"n onting 2eights

Typical column mounting heights for this class of road will be in the region of 4 to 6 metres. Depending on

the proposed widths of the cycle ways / paths a maximum column height of 8 metres may be more

appropriate to maximise energy efficiencies, however achieving energy efficiencies will need to be

balanced with the aesthetic approach for the area.



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For an overall view of the layout for the Retail Areas, drawing 12-592_PL-07 has been included in

Appendix C. Extracts from the drawing are shown in Figures 7.1 and 7.2.

The external lighting for retail areas will be predominantly concerned with car park lighting and pedestrian

way finding. It is assumed that the parking for each retail unit will be in close proximity therefore this

section concentrates solely on car park lighting levels. Separated walking routes which are associated

with remote parking areas will need to be lit to the lighting classes shown in Table 6.12.

An assessment will need to be carried out to the level and type of usage for each parking area and an

appropriate level of lighting will need to be assigned from Table 7.1 below.

Table 7.1: Car Park Lighting Levels

Level of Usage Type of Usage Average Illuminance (Lux) Uniformity

Light Traffic Parking for shops, terracedand apartment houses and

cycle paths

5 0.25

Medium Traffic Parking for departmentstores, office buildings,

plants, sports andmultipurpose building

complexes

10 0.25

Heavy Traffic Parking for schools,churches, major sports and

multipurpose sports andbuilding complexes

20 0.25

Source: BS 5489-1:2013

Typical column mounting heights for the car parks will be 8 metre, however depending on the layout of the

proposed car park, a maximum column height of 10 metres may be more appropriate.

Lighting provided for the car show room forecourts will need to consider a light source with a natural white

light appearance which will provide the customer with a truer impression of the colour of each car. A light

source with a minimum colour rendering index of a Ra65 or ideally Ra85 should be specified. Lighting

provided for security should also be considered with lighting provided to the perimeter and entrances a key

concern.

7 Lighting Classes Retail Areas


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Figure 7.1: Retail Area Car Showrooms Figure 7.2: Retail Area

Source: Drawing 12-592_PL04 - Pollard Thomas Edwards

architects (PTEa)


architects (PTEa)


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For an overall view of the layout for the School, drawing 12-592_PL-07 has been included in Appendix C.

An Extract from the drawing is shown in Figures 8.1.

As with the retail areas, the external lighting for the school will be principally concerned with car park and

way finding. The lighting levels associated with the school car park should be designed in accordance with

Table 8.1. Walking routes associated with the school should be designed in accordance with Table 6.12.

The anticipated usage of the school after dark is assumed to be low, therefore dimming or switching off

lighting that is no longer required for safety and security should be considered.

Table 8.1: Car Park Lighting LevelsLevel of Usage Type of Usage Average Illuminance (Lux) Uniformity

Light Traffic Parking for shops, terracedand apartment houses and

cycle paths

5 0.25

Medium Traffic Parking for departmentstores, office buildings,

plants, sports andmultipurpose building

complexes

10 0.25

Heavy Traffic Parking for schools,churches, major sports and

multipurpose sports and

building complexes

20 0.25

Source: BS 5489-1:2013

The level of lighting and column heights will need to be established once the design of the car parks

associated with the school have been determined.

Figure 8.1: Extract of School Location


8 Lighting Classes Schools


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For an overall view of the layout for the Sport Areas, drawing 12-592_PL07 has been included in Appendix

C. An extract from the drawing is shown in Figure 9.1.

The sports areas located east of the tree belt, as shown in Figure 9.1, are in closer proximity to the aircraft

landing lights and rural surroundings of the Wing Development. To limit the impact of the development

upon the surrounding areas and airport, it has been requested that lighting will not be provided to these

sport pitches and associated areas.

Figure 9.1: Sports Areas East of Tree Belt


architects (PTEa)

9 Lighting Classes Sport Areas


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The Amenity Areas include the Market Square, Linear Park, Large Urban Square and The Circus. For an

overall view of the layout for the Public Shared Open Spaces, drawing 12-592_PL-07 has been included in

Appendix C. Extracts from the drawing are shown in Figures 10.1, 10.2 and 10.3.

14.1 !inear Park5 -eta S6are and The Circs

Figure 10.1: Extract showing The Circus Figure 10.2: Extract showing the Large Urban Square


architects (PTEa)


architects (PTEa)

Lighting for these areas will be predominantly provided for way finding with an appropriate lighting class

selected from Tables 10.1 and 10.2 below.

Table 10.1: Extract of Subsidiary Road Lighting Classes - mainly slow moving vehicles, cyclists and pedestrians



S4 S4


S5 S5






S1 15.0 3.0

S2 10.0 2.0

S3 7.5 1.5

S4 5.0 1.0

10 Lighting Classes Amenity Areas


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S5 3.0 0.6





Typical column mounting heights for these areas will be 4 metre, however depending on the layout and

width of the areas, a maximum column height of 6 metres may be more appropriate.

14.$ arket S6are

Figure 10.3: Extract showing the Market Square


The market square has been considered as the main focal point of the development and as such should be

considered similar to that of a town centre area. Lighting classes for town centres are shown in Table

10.3.

Table 10.3: Lighting Classes for city and town centres

Type High Traffic Normal Traffic

Pedestrian only CE3 CE4

Mixed vehicle and pedestrian withseparate footpaths

CE2 CE3

Mixed vehicle and pedestrian sharedsurface

CE1 CE2


Table 10.4 provides details of associated lighting levels.

Table 10.4: Extract of Conflict Area Lighting Levels

Conflict Area Lighting Class Average Illuminance Uniformity

CE1 30 0.4

CE2 20 0.4CE3 15 0.4

CE4 10 0.4


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Source: BS EN 13201-2:2003 Table 2

To minimise street clutter in this area, wall mounted luminaires should be considered where appropriate.

Where wall mounted luminaires cannot be used, lighting columns should be considered.

For all of the Amenity Areas, additional architectural lighting can also be provided to enhance the night

time scene. Possible options could be to provide up lighting to prominent trees and bench under lighting.


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To summarise the lighting strategy detailed within this report, the key principles that will need to be carried

forward to the design coding stage are as follows:

Ensure that roads and public areas within the development are lit adequately to the correct technical

specification, depending on the nature, intended use and speed, to ensure users safety.

Aspire to meet appropriate standards in a creative way and to use light architecturally to emphasise

views, vistas and key spaces.

Minimise crime and the fear of crime.

Create an attractive street scene and public realm that reflects Marshalls vision and emphasis on

design quality. Retain dark corridors where bats are using lines of trees as flight paths.

Have due regard to airport safety and associated design constraints.

Obtrusive light will need to be minimised to both existing and proposed homes and properties. The

obtrusive light limitations set out in table 3.2 Obtrusive Light Limitations will need to be followed.

11 Summary


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Drawing number 12-592_PL 06 Revision C provided courtesy of PTEa.

Appendix A. Movement Network Drawing


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Drawing number 12-592_PL 04 Revision F provided courtesy of PTEa.

Appendix B. Non Residential Uses Drawing


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Drawing number 12-592_PL 07 Revision C provided courtesy of PTEa.

Appendix C. Public Shared Open Spaces


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