Safety evaluation of lighting at very long tunnels on the basis of visual adaptation

Mehri, Ahmad; Sajedifar, Javad; Abbasi, Milad; Naimabadi, Abolfazl; Mohammadi, Ali Akbar; Teimori-Boghsani, Gholamheidar; Zakerian, Seyed Abolfazl

doi:10.1016/j.ssci.2019.03.018

Cited by 58 publications

(18 citation statements)

References 32 publications

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“…Driver physiological load tends to approach the critical value, and they are prone to panic, vertigo, and physical disharmony. Meanwhile, vehicle lights have a certain impact on the brightness of the environment in the transitional zone of the tunnel entrance and exit, which will a ect the driver handling stability, thus a ecting the light and shade adaptation characteristics of the driver [33]. e purpose of tunnel lighting is to reduce or eliminate the visual di erences caused by the light and shade of the road inside and outside the tunnel and to ensure that vehicles traveling in the daytime and at night can safely approach, cross, and pass through the tunnel at the designed speed.…”

Section: Accident Quantity and Tunnel Lengths According To "Jtg/t D7mentioning

confidence: 99%

Spatialtemporal Characteristics of Tunnel Traffic Accidents in China from 2001 to Present

Sun

Wang

Zhang

et al. 2019

Advances in Civil Engineering

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There are often greater risks in the process of tunnel construction, and because of the unpredictable tunnel features, the risks during tunnel operation are also great. Due to the substantial growth of TTAs during the recent years, the safety issues of the tunnel traffic accidents (TTAs) have become a widely discussed topic in China. This study examined 2703 TTAs that occurred in the expressway tunnels of China, from 2001 to the present. The datasets from these accidents were analyzed in detail to determine the temporal and spatial characteristics of the traffic accidents as well as the source of the traffic accident distributions in the expressway tunnels. According to the analysis results, 58% of TTAs took place in the entrance and exit zones, and the rear end accident is the most common accident. In addition, the special festivals are liable to traffic accidents, especially during the Chinese Spring Festival. In order to reduce the accidents, special traffic service needs to be taken in key periods, the expressway tunnel operation departments should improve the management rules, and all the drivers should be educated to be more careful when they enter the tunnel.

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Section: Accident Quantity and Tunnel Lengths According To "Jtg/t D7mentioning

confidence: 99%

Spatialtemporal Characteristics of Tunnel Traffic Accidents in China from 2001 to Present

Sun

Wang

Zhang

et al. 2019

Advances in Civil Engineering

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“…When a driver drives the vehicle through the entrance and exit sections of the undersea tunnel, due to the difference in the illumination inside and outside the undersea tunnel, a certain amount of time is required for the driver's vision to be restored, which is termed as the visual adaptation time [35].…”

Section: Table1 Luminance Reduction Coefficientmentioning

confidence: 99%

Modeling and Verification of the Length of the Entrance and Exit Sections of an Undersea Tunnel

et al. 2021

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At present, there is no standard or research to define the specific length of the entrance and exit sections of an undersea tunnel. In combination with the unique longitudinal slope of the undersea tunnel and the change in the illumination difference, the lengths of the lane change, transition and adaptation sections of the entrance and exit sections of the undersea tunnel were theoretically deduced, and a model for the entrance and exit sections lengths was established. Considering the Qingdao Jiaozhou Bay undersea tunnel as an experimental subject, the accuracy of the model of the entrance and exit section lengths was verified using two methods. The results indicated that the lengths of the entrance and exit sections of undersea tunnels change with changes in the factors such as the illumination, vehicle speed, and slope. In the case of the Qingdao Jiaozhou Bay undersea tunnel, when the vehicle passes the undersea tunnel at a speed of 70 km/h on a sunny day, according to the studied model, the entrance and exit sections of the undersea tunnel are 146.7 m and 157.1 m long, respectively. The entrance and exit section lengths of the undersea tunnel, determined using test method 1 and test method 2 are 151.0m, 153.6m and 161.0m, 148.9m, respectively. The absolute errors between the results of the model and test method 1 and 2 are less than 10%. These findings indicate that the model for the entrance and exit section lengths of undersea tunnels is reasonably accurate.

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“…In Europe (EU28) there are more than 1.6 million km of illuminated streets that annually consume approximately 35 TWh) at a cost of $4 billion euro for the public authorities [2]. During the last decade there has been ongoing research activity focused on energy management using various types of renewable energy sources [3][4][5], on recycling [6], on safety [7][8][9][10], and a concentrated effort has been made for making street lighting systems sustainable [11][12][13][14][15][16][17][18][19] and environmentally friendly [20][21][22]. In addition, during the last few years, the issue of avoiding light pollution [23][24][25][26][27][28] has gained importance in technical reports [29] and expert discussions [30].…”

Section: Introductionmentioning

confidence: 99%

Revision of Threshold Luminance Levels in Tunnels Aiming to Minimize Energy Consumption at No Cost: Methodology and Case Studies

Doulos

Sioutis²,

Tsangrassoulis

et al. 2020

Energies

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Because of the absence of lighting calculation tools at the initial stage of tunnel design, the lighting systems are usually over-dimensioned, leading to over illumination and increased energy consumption. For this reason, a fine-tuning method for switching lighting stages according to the traffic weighted L20 luminance is proposed at no additional cost. The method was applied in a real –case scenario, where L20 luminance of the access zone at eleven (11) existing tunnels was calculated. The traffic weighted method of CR14380 was used in order to calculate the actual luminance levels for the entrance zone. The new transition zone, which decreases luminance curves, was produced and compared with the existing ones. Thus, a new switching control was proposed and programed for the Supervisory Control and Data Acquisition (SCADA) system of the tunnel. The signals of the corresponding eleven L20 meters for a period of eight days were used and the corresponding annual energy consumptions were calculated using the proposed switching program for each tunnel. The results were compared with a number of scenarios in which the existing lighting system was retrofitted with Lighting Emitting Diodes (LED) luminaires. In these scenarios, the new luminaire arrangement was based not only on the existing luminance demand value for the threshold zone, but also on the newly proposed one with two different control techniques (continuous dimming and 10% step dimming). The fine-tuning method for switching resulted in energy savings between 11% and 54% depending on the tunnel when the scenario of the existing installation at no extra cost was used. Energy savings, when LED luminaires were installed, varied between 57% (for the scenario with existing luminance demand value for the threshold zone and 10% step dimming) and 85% (for the scenario with the new calculated luminance demand and continuous dimming).

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Safety evaluation of lighting at very long tunnels on the basis of visual adaptation

Cited by 58 publications

References 32 publications

Spatialtemporal Characteristics of Tunnel Traffic Accidents in China from 2001 to Present

Spatialtemporal Characteristics of Tunnel Traffic Accidents in China from 2001 to Present

Modeling and Verification of the Length of the Entrance and Exit Sections of an Undersea Tunnel

Revision of Threshold Luminance Levels in Tunnels Aiming to Minimize Energy Consumption at No Cost: Methodology and Case Studies

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