Schréder - Schreder

Schréder
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EXPERT SOLUTIONS
Tunnel Lighting
Expertise and Solutions
The aim of high-performance tunnel lighting is to guarantee that the visual perceptions
of drivers will be maintained, both day and night, by avoiding sudden variations in lighting
levels when entering and exiting a tunnel.
At night, the level of luminance in a tunnel should be constant and equivalent to the level on
the road leading into the tunnel.
However, since there is a high level of external light during the day, it is necessary to increase
the level of luminance at the entrance of the tunnel mainly to avoid a black hole effect and
thus a reduction in visual perception. At the tunnel exit, the level of luminance should also be
increased to avoid drivers being subjected to glare effects by the light outside.
Lighting levels
When drivers enter a tunnel during the day, they are confronted with a double problem
of visual adaptation.
The first problem with which they are faced is spatial adaptation. The driver’s field of
vision outside the tunnel is very wide; it corresponds to the field of visibility offered by the
vehicle’s windscreen. When approaching the tunnel, the entrance to the tunnel represents
a low percentage of the field of vision. As the driver approaches the tunnel, his or her field
of vision narrows and is limited to an angle corresponding more or less to the opening of
the tunnel entrance, i.e. approximately 2 degrees.
> There is a second problem that is then added to this first one: temporal visual adaptation.
When entering a tunnel, drivers suddenly go from a high level of luminance – i.e. daylight –
to a very low level of luminance inside the tunnel. Consequently, the eye needs time to
adapt. During this time, the vehicle travels a distance that is greater the higher the speed.
If this temporal adaptation does not occur, drivers lose visibility of possible obstacles on
the road and traffic safety can no longer be guaranteed.
>
At the same time, when approaching the entrance to the tunnel, the average luminance in
the driver’s field of vision decreases and within this field of vision, the percentage of space
occupied by the tunnel entrance increases as the driver approaches it.
20°
Lseq
Lth
External luminance Luminance in the
(access zone)
threshold zone
Ltr
Lint
Lex
Luminance in the
transition zone
Luminance in the interior zone
Luminance in the exit zone
Lth
Tunnel entrance
Tunnel exit
0,4 x Lth
5 x Lint
Lint
SSD
Access zone
½ SSD
Threshold zone
SSD
Transition zone
Luminance meter
2 I Schréder - EXPERT SOLUTIONS
Interior zone
Exit zone
20m
m
SSD =
Safe
Stopping
Distance
In order to neutralise the effect of these two stressful situations, the first part of the tunnel
– called the threshold zone – is strongly lit over a distance equal to the safe stopping distance.
The higher the speed limit, the longer the safe stopping distance. Thanks to this powerful
lighting in the threshold zone of the tunnel, a driver can see a possible obstacle situated inside
the tunnel from outside the tunnel.
The threshold zone is followed by a transition zone in which the level of luminance is gradually
reduced over a distance that is always determined by the authorised speed limit. This serves to
support the curve of acceptability for the reduction in luminance perceived by the eye and thus
control the temporal adaptation. Furthermore, the problem of spatial adaptation disappears
once the threshold zone has been crossed.
At the end of the transition zone, luminance is reduced to the value chosen for the lighting of
the interior zone of the tunnel.
The exit zone – less critical in terms of visual perception – is lit in such a way as to prepare
drivers for the return to external luminance and the perception of obstacles in the exit zone.
The need to reinforce luminance at the exit of a long tunnel depends, amongst other things,
on its orientation and the degree of complexity of the driving task or assessed levels of danger
in the exit zone.
The luminance meter measures the luminance created
by natural light in the access zone from the safe
stopping distance. It sends the data to a computer that is
responsible for controlling the lighting systems.
Costeranera Norte tunnel, Santiago, Chile: the entrance
to the tunnel is brightly lit to avoid any visual adaptation
problems.
Costeranera Norte tunnel, Santiago, Chile: the average
luminance is gradually reduced while user visibility and
safety are maintained.
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Tunnel Lighting
Flicker
When a driver travels through a tunnel, he or she must not be distracted by flicker.
Depending on the speed limit and the space between the luminaires, flicker occurs when
the frequency of perception of the flashes due to the light sources is situated in a range
from 4 to 11 Hz. These frequencies correspond to hypnotic frequencies and therefore must
be avoided at all costs to ensure the driver’s maximum safety in the tunnel. This effect is to
be found particularly in long tunnels.
Consequently, there is a minimum and maximum space between the luminaires to be avoided
according to the speed at which people are driving. For instance, for a speed of 60km/h
(=16.6m/s), spaces from 1.5m (=16.6m/s/11Hz) to 4.1m (=16.6m/s/4Hz) between luminaires
must be avoided.
However, this restriction is only valid if the phenomenon last more than 20 seconds. Therefore,
it does not have to be taken into account for basic lighting in tunnels of a certain length.
Contrasts
Drivers must be able to detect any obstacles whatever their position or location in the
various areas of the tunnel. For this purpose, a contrast must be created between the
obstacle and the background from which it stands out (road or wall). Either the obstacle
stands out by being lighter than the background – through positive contrast
– or darker – through negative contrast.
Several lighting systems may use an increase in contrast, whether positive or negative :
Symmetrical lighting: the light is directed symmetrically in the parallel plane to the
direction in which the traffic is travelling.
>
Asymmetric counter beam lighting: the light is distributed asymmetrically in the parallel
plane to the direction in which the traffic is travelling and the maximum luminous intensity
is directed towards oncoming traffic. This system amplifies negative contrasts and
reinforces the road’s level of luminance as observed by drivers.
>
Asymmetric pro-beam lighting: the light is distributed asymmetrically in the parallel plane
to the direction in which the traffic is travelling and the maximum luminous intensity is
directed in the direction in which the traffic is travelling. This system amplifies positive
contrasts and reinforces the obstacle’s level of luminance as observed by drivers.
>
Symmetrical
4 I Schréder - EXPERT SOLUTIONS
Counter beam
L = luminance of the road
Ev = vertical illuminance of the obstacle in the
perpendicular plane of the road and in the direction the
traffic is travelling. Ev characterises the level of contrast
between the obstacle and the road in the background
from which it stands out. The lower the level of the Ev, the
higher the negative contrast. The higher the level of the Ev,
the greater the positive contrast.
Pro-beam
Emergency lighting
The safety of a tunnel depends on the main source of lighting, but also, in case of a major
incident, on the emergency lighting. The aim of emergency lighting is to guide and assist
users in case of fire, which is often accompanied by very dense smoke. It is therefore
important to provide reinforced lighting for emergency areas, fire doors and evacuation
tunnels.
Appropriate marker lights are also examined in order to guide emergency services and users
in difficulty during an intervention – whatever their location in the tunnel – towards emergency
areas.
BJ marker lights equipped with LEDs are installed to
guide emergency services and users towards the exits in
case of an incident.
Safety posts are equipped with permanent
emergency lighting.
Reinforced lighting (with TMB floodlights) and bright
paint allow users to identify the evacuation
tunnels easily and quickly.
I 5
Tunnel Lighting
The Schréder concept
Tunnels are often an aggressive environment for
luminaires. Hence the importance of a rigorous
mechanical design.
In road tunnels, traffic generates a particularly high level of pollution and the atmosphere
inside them is highly corrosive (humidity, exhaust fumes, alkaline or acid pH, galvanic couple,
differences in temperature). Luminaires subjected to difficult conditions must therefore meet
rigorous mechanical specifications. Schréder has developed a range of products that meets
these demanding requirements. The level of protection offered by the body of the luminaire
must be sufficiently high to ensure an optimal level of tightness, thus avoiding the effects
of air pollution, the introduction of dust in suspension and splashes of water such as those
generated by high-pressure cleaning.
Schréder luminaires are subjected to a series of tests in order to guarantee a constant level
of mechanical performance throughout their operation. They have also been designed to limit
maintenance to a minimum.
For instance, there are tests for resistance to corrosion, the level of tightness, thermal
performance and fire resistance, as well as tests associated with safety and protection against
electric shocks.
Corrosion tests
Exhaust fumes, imcomplete combustion due to high altitude (particularly for diesel engines),
humidity, salt, detergents used for cleaning, seepage, heat emitted by lamps, etc., create a
particularly aggressive and corrosive environment.
Tunnel luminaires are confronted with all types of corrosion: chemical, bacteriological and
even corrosion associated with electrolytic couple problems.
The corrosion tests performed in laboratories and on site provide technical answers to these
different problems.
Tightness level tests
The level of protection must be sufficiently high to ensure tightness against dust and water in
order to avoid the effects of air pollution and the penetration of water splashes, particularly
during cleaning with high-pressure jets.
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Schréder luminaires are designed to resist
the extremely harsh conditions in tunnels
and to thus maintain a constant quality
of lighting.
Wind tunnel tests
Luminaires can be subjected to specific tests. For the Channel Tunnel, for instance, the JVT,
MY1 and MY2 luminaires were subjected to wind tunnel tests to measure their resistance to the
passage of air with variations in pressure of 30 kPa above and below the normal atmospheric
pressure and for air speeds of 100 m/s. To simulate the “piston” effect resulting from the
passage of high-speed trains, tightness level tests were carried out under successive high
pressure and low pressure conditions at 20-second intervals.
Vibration tests
Each time vehicles pass, especially trucks, the luminaires are subjected to intense vibrations.
In its laboratory and in collaboration with universities, Schréder has developed rigorous tests
for vibrations. The tunnel luminaires, as well as their mountings, are systematically subjected
to these tests. Moreover, the PF5 even performed positively in earthquake-resistance tests
such as those applied in nuclear power stations.
Fire-resistance tests
The performance of luminaires in case of fire is of the utmost importance. In the event of a
fire in a tunnel, luminaires must continue to function for enough time to allow the emergency
services to intervene and users to reach the emergency shelters. Therefore, two potential
consequences of a fire must be avoided: a break in the continuity of the electrical power
supply and the luminaires falling down.
Attention must also be paid to using non-flammable materials that do not give off toxic
fumes.
The synthetic material used for the body of the PF5, for instance, is self-extinguishable and
does not give off toxic fumes (M1 – FO – UL94).
Shock resistance tests
Stones projected by vehicles and acts of vandalism must be taken into account when designing
tunnel luminaires.
Also note the shocks that may be caused by unsecured truck loads (such as scrap metal)
impacting on the tunnel luminaires.
I 7
Tunnel Lighting
Light distribution
The geometry of tunnels is different in every case. To obtain the optimum light distribution,
the Schréder Group GIE laboratory examines the most suitable photometry for each individual
project and the engineering department takes into account the specific elements of each type
of application in order to maximise performance. For this reason, Schréder has a very wide
range of reflectors that can be integrated into each type of luminaire.
Measuring light distribution using a
goniophotometer.
Bilateral installation of luminaires equipped
with fluorescent tubes.
Axial installation of luminaires equipped
with high-pressure sodium lamps.
HiR® (High Reflect) Technology
To further optimise and improve the performance of our tunnel luminaires, we have continued
to develop reflector technology by using a multi-layer technology with a reflection coefficient
of 95%. Thus equipped, our luminaires exhibit a 5% improvement in their performance
compared with a traditional solution.
Luminaire layout
It is possible to provide solutions for the whole range of layouts thanks to the variety of
photometry available :
Symmetrical lighting
Lateral layout (ceiling or wall)
Bilateral layout
Asymmetric counter beam lighting
Axial layout
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Biaxial layout
Axial layout
Biaxial layout
Schréder, the partner for your projects
Laboratory and Research Department
When launching a project, Schréder specialists are on hand to help the contracting authority
and its project manager.
Schréder’s engineering department provides comprehensive tunnel lighting studies. It carries
out photometric calculations in the various areas of the tunnel for the systems recommended
by the standard in force (CIE 88:2004), and in accordance with the requirements of the project
manager. The engineering department then suggests the most suitable luminaires for the
lighting solution that is to be applied. It must be noted that only the luminaires taken into
account during the preliminary calculations may satisfy the levels of performance announced
and guaranteed by our engineering department.
On-site measurements
Once the installation is finished, Schréder can measure the illuminance levels on site and/or
the luminance of the various areas in the tunnel, and compare them with the theoretical levels
calculated during the study phase. Luminance measurements are desirable in order to satisfy
the contractual lighting performance obligations.
Schréder is committed to guaranteeing the advertised
level of performance of its luminaires. For very
particular applications, luminaires are tailor-made to
meet the mechanical and photometric specifications.
The on-site measurements of the levels of illumination
and/or luminance must corroborate the preliminary
calculations.
I 9
Tunnel Lighting
Variety of materials
The Schréder range offers luminaires made from a variety of materials: anodised aluminium,
stainless steel and synthetic materials (polyester reinforced with fibreglass). Each has its own
specific characteristics in terms of mechanical behaviour, resistance to corrosion, etc.
Schréder will advise you on the most suitable material according to the type of tunnel (urban
or mountainous environment) and according to whether the atmosphere is more or less
corrosive or humid.
LUMINAIRES
APPLICATIONS
Urban tunnels
Aluminium body
Glass protector
Aluminium mounting
Tunnels in low and mid
mountainous areas
Tunnels in high
mountainous areas
Painted aluminium body
Glass protector
Stainless steel mounting
Stainless steel body
Glass protector
Stainless steel mounting
Composite material body
Glass protector
Stainless steel mounting
Different types of mounting
Mountings are an essential element of a tunnel luminaire. Schréder has a range of mountings
for all sorts of functionalities: high resistance to vibrations, drop-down access, adjustable
inclination, pre-inclined, etc.
Schréder also develops tailor-made mountings according to the configuration of the tunnel
and the requirements put forward by the project manager. There is one constant objective: to
facilitate the task of the installer by reducing the installation time and reducing maintenance
costs.
A few examples of mounting systems :
For luminaires with a moulded or die cast box :
Fork system
“Z”-shaped brackets
Drop-down brackets
For luminaires made from extruded aluminium : Fixed suspended mountings
“Z”-shaped brackets
Swivelling
Swivelling and adjustable (luminaire/wall distance)
FV3-IIC
For luminaires made from extruded aluminium : Drop-down suspended mountings
FV3-IIA
FV3/IIB
Drop-down brackets
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Horizontal (+/-5°)
Drop-down, swivelling and adjustable (3 axes)
TUNNEL LIGHTING - PRODUCTS
ROAD TUNNELS
VARIABLE LENGTHS
FRONT ACCESS
FV1
IP 65 tightness level
shallow profile
continuous closing system
LAMPS :
fluorescent – T5 : 80 W / T8 : 58 W
compact fluorescent : max. 2 x 55 W
MATERIALS :
body : anodised extruded aluminium
end covers : cast aluminium
protector : thermally hardened glass
reflector : aluminium
FV3
IP 65 tightness level
continuous closing system
LAMPS :
high-pressure sodium : max. 2 x 400 W
low-pressure sodium : max. 1 x 131 W
fluorescent – T5/T8 : max. 2 x 58 W
compact fluorescent : max. 2 x 55 W
MATERIALS :
body : anodised extruded aluminium
end covers : cast aluminium
protector : thermally hardened glass
reflector : aluminium
FV4*
IP 65 tightness level
significant width to accommodate
counter beam optic units
continuous closing system
adaptation and transition zones,
counter beam lighting
LAMPS :
high-pressure sodium : max. 2 x 400 W
low-pressure sodium : max. 1 x 131 W
fluorescent – T5/T8 : max. 3 x 58 W
MATERIALS :
body : anodised extruded aluminium
end covers : cast aluminium
protector : thermally hardened glass
reflector : aluminium
LV3*
IP 65 tightness level
can be recessed
shallow profile
continuous closing system
low mounting height lighting
LAMPS :
high-pressure sodium : max. 2 x 400 W
low-pressure sodium : max. 1 x 131 W
fluorescent – T5/T8 : max. 2 x 58 W
compact fluorescent : max. 2 x 55 W
MATERIALS :
body : anodised extruded aluminium
end covers : cast aluminium
protector : thermally hardened glass
reflector : aluminium
NTL1
IP 65 tightness level
shallow profile
continuous closing system
mounting by independent adjustable
spacers
LAMPS :
high-pressure sodium : max. 150 W
low-pressure sodium : max. 131 W
fluorescent – T5/T8 : max. 2 x 58 W
compact fluorescent : max. 2 x 55 W
MATERIALS :
body : anodised extruded aluminium
end covers : cast aluminium
protector : thermally hardened glass
reflector : aluminium
ST*
IP 54 tightness level
can be recessed
vandal resistant
opening by suction pads
LAMPS :
high-pressure sodium : max. 1 x 150 W
low-pressure sodium : max. 1 x 131 W
fluorescent – T5/T8 : max. 2 x 58 W
compact fluorescent : max. 2 x 55 W
MATERIALS :
body : anodised extruded aluminium
end covers : sheet aluminium
protector : thermally hardened glass or
polycarbonate
reflector : aluminium
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VARIABLE LENGTHS
END ACCESS
TS3
IP 65 tightness level
stainless steel
front opening
Lamps :
fluorescent – T5/T8 : max. 2 x 58 W
compact fluorescent : max. 2 x 55 W
Materials :
body : stainless steel
protector : thermally hardened glass
reflector : aluminium
AT-T5
IP 66 tightness level
tool free tiltable optical unit
luminaire integrated into a
continuous profile
Lamps :
fluorescent T5 : max. 80 W
Materials :
body : anodised extruded aluminium
end covers : glass fibre reinforced polycarbonate
protector : tempered glass
reflector : multi-layer aluminium
TGR
IP 66 tightness level
tiltable luminaire along a hinged
profile and ¼ turn lock
end opening
can be installed in a continuous line
Lamps :
fluorescent T5 : max. 80 W
Materials :
body : extruded aluminium
end covers : cast aluminium
protector : thermally hardened glass
or polycarbonate
reflector : aluminium
FR3*
IP 65 tightness level
special anti-corrosion treatment
quick closing levers
Lamps :
high-pressure sodium : max. 2 x 400 W
low-pressure sodium : max. 1 x 131 W
fluorescent – T5/T8 : max. 2 x 58 W
compact fluorescent : max. 2 x 55 W
Materials :
body : extruded aluminium
end covers : cast aluminium or reinforced polyester
protector : thermally hardened glass
reflector : aluminium
FR4*
IP 65 tightness level
special anti-corrosion treatment
significant width to accommodate
counter beam optic units
quick closing levers
adaptation and transition zones,
counter beam lighting
Lamps :
high-pressure sodium : max. 2 x 400 W
low-pressure sodium : max. 1 x 131 W
Materials :
body : extruded aluminium
end covers : cast aluminium or reinforced polyester
protector : thermally hardened glass
reflector : aluminium
MISCELLANEOUS
APPLICATIONS
FIXED DIMENSIONS
BOXES
PF5
IP 66 tightness level
synthetic material: non-corrodable, 0%
halogen, fire resistant
front opening
protector reversible : inclined or
parallel to the box
Lamps :
high-pressure sodium : max. 1 x 400 W 2 x 150 W
compact fluorescent : max. 3 x 55 W
Materials :
body : glass fibre reinforced
polycarbonate
protector : thermally hardened glass
reflector : aluminium
TS5
IP 65 tightness level
stainless steel
front opening
symmetrical and counter beam
reinforcement
Lamps :
high-pressure sodium : max. 1 x 400 W
Materials :
body : stainless steel
protector : thermally hardened glass
reflector : aluminium
AF4
IP 66 tightness level
die-cast aluminium body
front opening
interior zone, symmetrical and counter
beam reinforcement
Lamps :
high-pressure sodium : max. 1 x 600 W 2 x 150 W
low-pressure sodium : max. 2 x 36 W
compact fluorescent : max. 2 x 36 W
induction : max. 165 W
Materials :
body : die cast aluminium, painted
protector : thermally hardened glass
reflector : aluminium
JVT 18
IP 66 tightness level
impact resistance : IK 10
resistance to low pressure/high
pressure up to 30 kPa
lighting for railway tunnels, service
tunnels, emergency tunnels, etc.
Lamps :
compact fluorescent : max. 1 x 18 W
Materials :
body : cast aluminium
protector : thermally hardened glass
bracket : steel or aluminium
reflector : aluminium
LINEA T5
IP 65/IP 44 tightness levels
compact luminaire integrated into a
profile
vandal resistant
lighting for underpasses for pedestrians, cyclists, etc.
Lamps :
fluorescent T5 : max. 80 W
Materials :
body : anodised extruded aluminium
protector : thermally hardened glass or polycarbonate
reflector : aluminium
EMERGENCY LIGHTING
MY1
IP 67 tightness level
emergency lighting (integrated battery),
tunnels, etc.
coloured road markers
Lamps :
low-pressure sodium : max. 1 x 36 W
fluorescent – T5/T8 : max. 2 x 58 W
compact fluorescent : max. 2 x 55 W
Materials :
body : extruded aluminium
end covers : polycarbonate
protector : extruded polycarbonate
BJ
IP 67 tightness level
luminous marker lights
very long lifetime of the sources (LED)
high resistance to corrosion, shocks and
vibrations
Lamps :
2x12 LED
Materials :
body : cast aluminium
protector : glass or polycarbonate
TMB
IP 66 tightness level
luminous road marking for emergency
areas
continuous operation or flashing in case
of an emergency
Lamps :
halogen : 300 W
metal halide : 150 W
Materials :
body : aluminium
protector : glass or polycarbonate
reflector : aluminium
Symmetrical lighting
Counter beam lighting
(flux against the traffic flow)
Pro-beam lighting
(flux with the traffic flow)
Low mounting height lighting for
underpasses, bridges and viaducts,
ramp lighting
MY2
IP 67 tightness level
emergency lighting (integrated battery),
tunnels, etc.
Lamps :
fluorescent – T5/T8 : max. 2 x 58 W
compact fluorescent : max. 2 x 55 W
Materials :
body : extruded aluminium
end covers : cast aluminium
protector : glass
BT LED
IP 67 tightness level
luminous marker lights for emergency
areas
very long lifetime of the sources (LED)
fire resistant
Lamps :
LED
Materials :
body : aluminium
protector : thermally hardened glass
Wallpack lighting
Underground stations and tunnels
Pedestrian subways and crossings
Service tunnels
Emergency lighting
* These products are subject to specific local adaptations : please ask us for more information.
I 14
Schréder at the leading edge
of technology to reduce
energy costs
There are many ways of reducing the energy consumption of lighting in tunnels.
Action can be taken for the following parameters :
Light distribution adapted to the geometry of the tunnel, i.e. distribution that allows the
best lux/cd/m2 ratio to be obtained.
> The choice of a luminaire with a high level of tightness, which maintains photometric
performance over time and guarantees high maintenance factors by a significant limitation
of light depreciation.
> The choice of a high performance management system for the luminance level that allows
the best regulation possible of the lighting systems while maintaining the safety of the
traffic.
> Using black asphalt for the road surface in the access zone of the tunnel and the choice of
a dark colour for the entrance to the tunnel. In general, the idea is to darken the entrance
area in order to reduce the external luminance (Lseq), thus allowing the luminance to be
reduced in the threshold zone (Lth).
> The choice of a light-coloured surface for the road and walls inside the tunnel.
>
Telemanagement
Telemanagement offers the possibility of individually controlling each luminaire in the
tunnel.
Thanks to an electronic control module installed in each luminaire, it is possible in combination
with a bi-power or electronic ballast to reduce the flux of each lamp individually. In this way the
theoretical curve of the necessary level of luminance can be respected with greater precision
according to the external luminance, reducing the total amount of energy consumed.
We also know the status of each lamp (off/on/type of operating system/faulty/number of hours
in operation) at any given moment. This allows us to limit the amount of cabling installed. In
fact, the control signal for the luminaires can pass through a single cable dedicated to this
purpose, and even through the power cable.
Schréder constantly keeps up to date with to the continuous evolution of the different
technologies so that it can provide the best possible advice in telemanagement.
LEDs
LED (light-emitting diode) technology offers very long lifetimes, thus allowing a reduction in
maintenance operations, which are very costly in tunnels.
LEDs are already effectively used in beaconing applications. The BJ and BT LED marker lights
already use this technology.
Schréder attentively follows the rapid evolution of LEDs in order to be able to offer more global
solutions using this technology as soon as the luminous efficacy of the sources allows it.
Luminance diagram
1000.00 %
Stage 1
100.00 %
LTH (cd/m2)
CIE Curve
Stage 2
Stage 3
Stage 4
10.00 %
Stage 5
1.00 %
0
50
100
150
200
250
300
350
Distance (m) from the portal
The CIE curve indicates the minimum level of luminance to be guaranteed when entering the tunnel. The blue curve (Stage
1) shows the actual level of luminance obtained when all the luminaires are functioning at 100%.
The other lower level curves indicate the luminance obtained for the different lighting systems, which will be used according
to the level of external luminance.
I 15
Tunnel Lighting
Tunnels with a continuous line on the ceiling
Malmasin tunnel, Bilbao, Spain :
lighting in a continuous line on the ceiling with MY1 luminaires
equipped with fluorescent tubes. Reinforcement with FV3
luminaires, fitted with high-pressure sodium lamps.
Tunnels with a continuous line at the sides
Suez Canal tunnel, Egypt :
lighting in a continuous line at the sides with FV3 luminaires
fitted with fluorescent tubes.
16 I Schréder - EXPERT SOLUTIONS
Kai Tak tunnel, Hong Kong, China :
lighting in a continuous line on the ceiling with FV3 luminaires
fitted with high-pressure sodium lamps and fluorescent tubes.
Tunnels with a discontinuous line
Cointe tunnel, Liege, Belgium :
symmetrical lighting in a discontinuous axial line with FV1
luminaires fitted with T5 fluorescent tubes.
Wadi Mudik tunnel, Gillay, Sharjah,
United Arab Emirates :
symmetrical lighting in discontinuous lines at the side with FV3
luminaires fitted with fluorescent tubes and reinforced with AF4
luminaires fitted with high-pressure sodium lamps.
Berg Bock tunnel, Zell-Mehlis, Germany :
lighting in a discontinuous central line with PF5 luminaires fitted
with high-pressure sodium lamps.
Prapontin Tunnel (A32), Piedmont, Italy :
symmetrical lighting in discontinous lines at the side with FV3
luminaires fitted with low-pressure sodium lamps.
I 17
Tunnel Lighting
Underpasses and short tunnels
Porte Champeret tunnel, Paris, France :
asymmetrical lighting with FV3 luminaires fitted with lowpressure sodium lamps and reinforcement with high-pressure
sodium lamps.
Graz, Austria :
asymmetrical lighting with FR3 luminaires fitted with
fluorescent tubes and reinforcement with high-pressure sodium
lamps.
Mountain tunnels
Puymorens tunnel, France :
lighting in discontinuous biaxial lines with FR3 luminaires fitted
with low-pressure sodium and compact fluorescent lamps.
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Chamoise tunnel (A40), France :
lighting in discontinuous biaxial lines with FR3 luminaires fitted
with low-pressure sodium lamps.
Entrance and threshold zones
Saint-Germain tunnel (A40), France : symmetrical lighting with FR4 luminaires fitted with low-pressure sodium lamps (2 x 131 W).
Aiguebelle tunnel, France : counter beam lighting with FR4 luminaires fitted with high-pressure sodium lamps (1 x 400 W).
Cuatro Caminos tunnel, Madrid, Spain : symmetrical lighting with AF4 luminaires fitted with high-pressure sodium lamps.
I 19
Tunnel Lighting
Low mounting height lighting
French terminal of the Channel Tunnel :
ramps to the platforms lit with MY1 luminaires fitted with 36 W
fluorescent tubes (26mm diameter).
French terminal of the Channel Tunnel :
low mounting lighting in a continuous line with ST luminaires
fitted with 36 W and 58 W fluorescent tubes (26mm diameter).
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Railway tunnels
Channel Tunnel :
the working site lit with MY1 luminaires fitted with 36 W
compact fluorescent lamps.
Channel Tunnel :
definitive lighting with JVT 18 luminaires fitted with 18 W
compact fluorescent lamps.
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Tunnel Lighting
Decorative lighting of monuments
Tunnel under the Arche de la Défense, Paris, France :
MY2 luminaires equipped with 58 W coloured fluorescent tubes.
Tunnel under the Arche de la Défense, Paris, France :
the computer-controlled interplay of lights makes it possible to
obtain 150 different lighting schemes. FV3 luminaires fitted with
three 58 W coloured fluorescent tubes with a dimming system.
22 I Schréder - EXPERT SOLUTIONS
Main International References
Finland
Germany
Düsseldorf
Ilverich Düsseldorf
2006 AF4
Helsinki
Ring III Tunnel
Berlin Manteuffelstrasse
314 PF5
HelsinkiHiidenkallion Tunnel - Ring II
Berlin Lewishamstrasse
164 PF5
Zella-Mehlis
Berg Bock
499 PF5
France
StuttgartGäubahntunnel
157 PF5
Austria
GrazHLAG-Unterführung
193 FV3
Australia
Sydney (M7 West link)
Richmond Road Underpass 250 AF4
Belgium
456 AF4
450 AF4
Rueil Malmaison
Versailles
Tunnel A86 à l’Ouest
Calais - Folkestone
Trans Manche Link (TML)
Île de France
Tunnels A86
Chamois
Tunnel L’Epine
Roissy - Orly
Tunnel Aéroports
Marseille
Tunnel de Prado
2200 MY1
Rhône-Alpes
Tunnel Maurienne
2400 FR3
17000 TGR
19000 MY + 500 JVT 18
11800 FV3
800 PF5
1500 FV3 + 2000 ST
Zelzate
Zelzate West
212 ATT5 + 470 AF4
Pyrenées
Tunnel Puymorens
Antwerp
Tunnel Amam
220 ATT5 + 264 AF4
Savoie
Tunnel de la Chamoise
Brussels
Tunnel de Woluwé 300 AF4 + 224 FV1
Paris
Tunnel EPAD La Défense
2100 FV3
Liège
Tunnel ferroviaire de Soumagne 1577 MY2
Paris
Tunnel A14
2800 FV3
Liège
Tunnel de Cointe
Mons (A8 autoroute)
Tunnel de Mainvault
1520 FV1 + 424 AF4 + 123 LV3
696 AF4 + 544 FV1
Brazil
Niterói - RJ
Túnel Raul Veiga
158 Radial 3
Chile
Georgia
BatumiChakvi-Makhinjauri Tunnel 1440 AF4 + 650 RD2
Val d’Aosta Autostrada RAV Bolzano Tunnel Val Badia Cuneo Tunnel Carle China
Turin Tunnel Serre la Voute Sichuan Tunnel Huangcaoshan 1648 FV3
Milan Tunnel Rho Pero Chongqing Tunnel Huanghuayuan 1406 FV3
New Zealand
SantiagoAutopista Central
1000 AF4
JohnstoneHill Tunnel
Colombia
Bogota-Villavicencio
Túnel de Buenavista
660 AF4
Bogota-Villavicencio
Túnel de Boqueron
578 RT3
228 FV3
Italy
Malpensa Autostrada Malpensa SantiagoCostanera norte
2403 FR3
3802 FR3 + 322 FR4
9000 FV1 + 1000 FV3
1500 FR3
1564 TS5
1073 FV1 + 832 FV3
986 FV3 + 70 FV1
998 TS5
910 AF4 + 337 FV3
Portugal
Lisbon
Túneis do Grilo
916 FV3
Denmark
LisbonCREL-Carenque
564 FV3
Faroe Isles
Porto Antas
454 AF4
Tunnel Nordoya
410 TS5
United Arab Emirates
Dubai
Nadd El Hamar Beirut Tunnel
Dubai
Palm Island Jumeira Underpasses
1800 AF4 + 4900 FV3
950 FV3 + 930 AF4
Ecuador
Quito
Tunel y Viaducto 24 de Mayo
424 FR3
QuitoGuayasamin
468 FR3
Tunnel Castro d’Aire
Gondomar
Tunnel Portela
Prague
Tunnel Mrázovka
Prague
Tunnel Zlíchov Radlická
3500 MY1
Madrid
Túneles urbanos M-30
22000 FV1+ 3500 AF4
Malmasin-Bilbao
Túnel Malmasin
Mieres (Asturias)
Túneles de la Calabeza y de la Madera
533 AF4
Langreo (Asturias)
Túneles San Martín - Puerto Ventana
445 AF4
1824 MY1
Tenerife
Túnel Avda. 3 de Mayo
400 RD2/RD3
United States
Boston
Boston Central Artery
Colorado
Wolf Creek Tunnel
1841 FPH + 515 VLM
932 VLM
Pennsylvania
Pennsylvania Turnpike
3496 FV4
Pittsburgh
Fort Pitt Tunnel
1442 FV4
676 AF4 + 14 FV
358 AF4
United Kingdom
Cardiff
Madrid
Túnel de Servicios
Aeroportuarios de Barajas
590 FV3
1570 AF4
Czech Republic
MonmouthMitchel Troy Tunnel
Spain
(Santa Cruz de Tenerife)
Castro d’Aire Butetown Tunnel
990 FV3
1490 FV3
Serbia
Novi SadMiseluk
Novi Pazar - Rozaje
642 Neos
Lokve
161 FR4
Tubes Nord et Sud
341 PF5
Switzerland
Baregg
Vietnam
HaTinh-QuangBinh
Tunnel Ngang
505 AF4
DaNang-Hue
Tunnel Hai Van
3140 AF4
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