Optik - International Journal for Light and Electron Optics 261 (2022) 169165

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Optik
journal homepage: www.elsevier.com/locate/ijleo

Beam controlled lighting design: An approach towards

optimization of road lighting design
Suddhasatwa Chakraborty *, Aiswarya Dev Goswami, Saswati Mazumdar
Electrical Engineering Department, Jadavpur University, Kolkata, India

A R T I C L E I N F O A B S T R A C T

Keywords: LED based street lighting has been introduced everywhere for energy saving aspect. The Optical
Optical control Control of LED is very much possible with change of beam angles. This beam-angle based
Beam angle switching switching of LED based street lighting installations is a new area to be explored. Global research
LED
says LED is an energy saving light source. But during low or off traffic hours, portion of LED
Street lighting
PRO control
arrays of a luminaires may be switched on/off on the basis of beam-angle. The light level is
COUNTER control reduced. The ‘beam-angle switching’definitely ensures energy saving, but the investigation of the
FULL control human performance under this condition is also necessary. There is no such evidence available in
Energy saving favour of the effectiveness of ‘beam-angle switching’ on human performance. In this paper an
experimentation based studies have been conducted to identify the driver’s response during the
object detection under different lighting conditions as PRO, COUNTER and FULL GLOW of a LED
luminaire. The visibility study has been carried out in a simulated road to prove the effectiveness
of this beam-angle based switching from the human performance as well as energy saving point of
view.

1. Introduction

The safety as well as visual and mental satisfaction of a road-user decrease considerably with the onset of darkness, especially on
those roads where lighting installation is not at all well designed [1]. It is seen that road lighting plays an important role in motivating a
person while travelling, which affects the forthcoming business. Now, when safety and comfort are major issues, there are some other
factors which are solely dependent on road lighting [2–5].
It is a very difficult task for a driver to detect such objects coming from the peripheral vision if there is insufficient lighting in the
ambience [6–9]. Hence, before starting any road lighting design, the first step is to classify the road. Road classification obviously
depends on some parameters like the types of users, traffic volume, speed of traffic, intersection density, surrounding brightness etc. as
mentioned in CIE-115 [3]and IESNA RP-08–00 [10]. The most optimized road lighting [11–13], involves a design based on the exact
lighting class of the road.
In today’s world, where energy consumption is of primary importance [11,14], road lighting installations as significant public load
are always under strong surveillance. The CIE-115 has also shown how the lighting class of the same road shifts towards the lower class
during off- traffic hours.
The entire trend of the paper is to highlight an ideal optimized road lighting design which will ensure attainment of all

* Corresponding author.
E-mail address: suddhasatwachakraborty@gmail.com (S. Chakraborty).

https://doi.org/10.1016/j.ijleo.2022.169165

Available online 27 April 2022

0030-4026/© 2022 Elsevier GmbH. All rights reserved.
S. Chakraborty et al. Optik 261 (2022) 169165

recommended photometric parameters, satisfaction of the users and also the optimization of the electrical energy consumption [11,13,
15–17].
In this research work the main focus is to establish the effectiveness of controlling the beam angle of a same LED luminaire made of
different clusters of LEDs with few sets of beam angles from visual requirements as well as from the energy saving point of view.
So far, from the above discussion, it is clear that visual requirement and other parameters are very much important in road lighting,
but the energy conservation aspect can’t be ignored at all. An optimized road lighting design must ensure all the visual, perceptual
requirements and also energy saving [4,18].
The visual needs of the road-users under reduced traffic volume in certain periods of time changes accordingly.It is obvious that the
road and traffic situation vary significantly with changing night hours and on different days and weather conditions [19,20]. It has
already been mentioned earlier that CIE-115 has proposed a shifting of the lighting class during different traffic hours [3]. Accordingly,
the values of all recommended lighting parameter also shift. Table 1 clearly shows the shifting of lighting class of the same road in
different traffic hours. It reveals an enormous scope in energy saving. If the lighting installations are designed in such a way that they
become adaptive with the different requirements in different traffic hours, then it will be the best approach. This is the main motivation
of this work. This is also important to assess the effectiveness of such lighting equipment in the driver’s response towards object
detection.
Here in this paper, a new ‘beam angle switching technique’ has been depicted. This technique is represented as an alternative to the
dimming. The luminaire was so installed that the beam of luminaire can be controlled, by which different luminance level can be
obtained from a same luminaire. The motive of the paper is not to propose a ‘beam angle switching technique’ for the luminaires,
rather it is to identify the effectiveness of the method. The result shows that all the lighting conditions can be used for different night
hours on an individual road. Hence, it is obvious that this practice should be improvised for the upcoming road lighting design where,
for different night hours, different LED array of the same Luminaire will be lit up and create visually satisfied conditions with
maximum energy savings. This practice may compensate for the overall replacement-cost of the existing lighting installations [11–13].
In one of the recent studies, it has been cited that, an experimentation was performed by B Buyukkinaci, S Onaygil, O Guler, and MB
Yurtseven [21], to determine the visibility levels for the moving observer position.
In another research work Stephan Völker, Sebastian Schade, Juri Steblau, Yu-wen Lu,Beate Scheibler [22,23] have proposed
adaptive light distributions in the LED street lighting. A real road has been considered in Berlin, Germany where luminous intensity
distributions were changed with changing different beams of LED achieved with different lenses.

2. Driver’s response and road lighting

The driver’s visions are mostly in mesopic region during night time driving. Visual satisfaction and comfort of the driver are very
much essential on the road. More precisely, object detection is the prime concern of the driver on night time road. The lighting
installation has a very crucial role in the driver’s vision and further object detection. The distribution of the light from the road lighting
installations and the spectrum of the light influences driver’s performance, safety and comfort a lot during night time. Again, during off

Table 1
The shifting of the lighting class during different traffic hours as proposed by CIE115:2010.
Parameter Options Weighting Values Vw Vw Selected

Δt1 Δt2 Δt3 Δt4

Speed Very High 1 1 1 1 1

High 0.5
Moderate 0
Traffic Volume Ver High 1 1 0 -1 1
High 0.5
Moderate 0
Low -0.5
Very Low -1
Traffic Composition Mixed with higher percentage of non-motorized traffic 2 0 0 0 0
Mixed 1
Motorized only 0
Separation of Carriageways No 1 0 0 0 0
Yes 0
Intersection Density High 1 0 0 0 0
Moderate 0
Parked Vehicles Present 0.5 0 0 0 0
Not Present 0
Ambient Luminance High 1 0 0 0 0
Moderate 0
Low -1
Visual Guidance/Traffic Control Poor 0.5 0 0 0 0
Moderate or Good 0
Sum of Weighting Values 2 1 0 2
M = 6 - Vws M4 M5 M6 M4

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traffic hours, the numbers of vehicles are generally getting reduced with an appreciable amount. So, if any energy saving initiative on
the existing lighting installations has been considered or planned for, the suitability of that approach is to be investigated from the
driver’s response point of view. The change of the color spectrum of the light, its intensity dimming or beam angle switching, whatever
may be the method to be adopted, it is very much necessary to measure the driver’s performance under that lighting condition [7,24,

Fig. 1. (a): One of the luminaires used for the experiment. (b): The experimentation at the test side.

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25].

3. An experimental approach for identifying the effectiveness of beam angle switching of LED road light luminaires
during different necessary traffic hours

There are several methods available to introduce energy saving features into road lighting installations for a motorized road. The
performance of the users on a motorized road under different lighting conditions is also required to be investigated. The object
detection time is a useful assessment tool for the driver’s performance in a road [24–26]. India, where most of the roads are mixed in
nature, the degree of object detection becomes higher for the drivers. Hence, sufficient light needs to be provided on the road so that
the driver can detect the object from a certain distance and this was quite well established [20,27].
It has already been mentioned earlier that the road lighting design should be made according to the exact lighting class of the road
as recommended by the standard. The energy consumed by that installation will also give an idea of energy class of the road. But the
advantages of introducing of LED as a light source used for road lighting applications have not been fully utilized yet [4,7,11,12].
The lighting design must ensure the attainment of all the photometric design parameters, but as the recommended parameters vary
during different period of traffic hours, hence, an LED based adaptive lighting can adapt with the new lighting requirements and save
energy.
In this paper, a new application of LED luminaire in road lighting has been introduced. This experimental approach is being defined
here as “beam angle switching” method. The beam of the luminaire is controlled in such a way that it will create three different lighting
situations. In this real task study, a set of two specially designed LED luminaires were used in which three different LED arrays with
lenses were fitted conforming three dedicated beam angles. It was designed in such a way that each beam can be switched on or off
externally. The luminaire beam control had features with three different stages named as: “FULL GLOW” of the luminaire, “PRO”
control of the luminaire beam and “COUNTER” control of luminaire beam. The significance of “FULL GLOW” condition is that all the
LED arrays were switched on to generate maximum light level from the particular luminaire. “PRO” control deals with only one LED
array of the luminaire, switched on towards the direction of traffic; in this condition the light level is dimmed to almost one-third of the
FULL GLOW condition reducing the energy consumption. “COUNTER” control is the same as “PRO” control but the direction of the
luminaire beam is made towards the opposite direction of traffic.
In “PRO” control of luminaire beam, the lighting situation was like “Shadow and Light” and continued for the rest of the road, and
in the COUNTER control it was “Light and Shadow” and continued for the rest of the road. The effectiveness of this PRO and COUNTER
pattern over the FULL GLOW for the driver’s performance during off peak traffic hours was investigated. In the used LED luminaire,
three types of beam angles with six arrays of LED were used as shown in Fig. 1. In these two controls, the longitudinal uniformity of the
road lighting installation was reduced, but here the main focus was to investigate whether switching ON one-third of LEDs could
influence the driver’s performance or not. [8,9,25] Here, in the experimental study, this FULL GLOW to PRO/COUNTER Control
changeover was done manually.

3.1. Lighting equipment used

In this study two custom-developed 135-watt LED luminaires as shown in Fig. 1(a) were used to illuminate the road under
experimentation. The experimentation on the test site has been shown in Fig. 1(b). The luminaire contains thirty-six numbers of LEDs
in 6 × 6 combinations. The LED lamps are clustered into three different arrays with butterfly structure i.e. the beam angle of the two
middle column is 90 degrees where the two other side arrays have beam angle of 60 degrees and 120 degrees, respectively. In Fig. 1(a)
it has been indicated clearly. Three different LED drivers, with specifications of 50 W 0.7–1.5 A 44 V were used for each array. There
was an arrangement for external power supply, individually to every cluster of LEDs. Three different lenses with beam angles were
used to ensure three different beam angles.

3.2. Experimental procedure

The experiment was designed where the subjects were asked to drive a car and detect an object in the road approaching from the
road-side under different lighting conditions. This experimental approach falls under the real task study, where a subject was asked to
drive an actual car in a real but controlled road atmosphere. The subjects were asked to respond or detect the object moving from the
road-side to the road. The entire experiment was repeated under three different lighting conditions called PRO, COUNTER and Full
glow i.e. the entire road was illuminated with any three types of beam angle conditions of the LED luminaire. Simultaneously, the
photometric parameters e.g. luminous intensity data of the luminaires under three mentioned conditions have been measured in
Photometric Laboratory of Electrical Engineering Department, Jadavpur University. In the laboratory, the intensity values of the
experimental luminaire for three different lighting conditions were taken with the help of large distribution photometer.
Then a set of two luminaires were installed on the two height-adjustable poles with the mounting height of 5.5 m at test site. The
on-field experiment was taken for four different days under almost similar atmospheric condition. In this experiment of object
detection by the subjects during driving, a USB press switch was used to capture the detection time of the subjects and a python-based
computer program was used in a laptop to record the time stamps. More precisely, the response time of the subjects were measured
during the detection task to evaluate detection time under FULL GLOW, PRO and COUNTER control lighting conditions. Hence, this
experiment was designed as Behavioral study. Fig. 2(a), (b), (c) shows the appearance of the experimental road under FULL GLOW,
PRO and COUNTER control lighting conditions. The Light and Shadow region is also clearly marked in the Fig. 2. The subjects were

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required to drive a car at a constant speed (20 kmph) along a street illuminated by the specified lighting condition of LED luminaires to
detect an object located at a certain distance. Two specially designed aluminum poles located at the same side of the street, each
containing one replaceable luminaire fixture, were used to provide the required lighting condition. The object used for detection was a
movable Flip-Dot disc [8,25] type located at On-axis at a certain distance from the starting point of the car. Fig. 3 shows the Flip dot

Fig. 2. (a) Full Glow. (b) PRO Control. (c) COUNTER control.

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disc arrangement used in the experiment.

3.3. Test Shite

The chosen test site for this experiment is a road in Jadavpur University campus. The lighting class of the chosen road comes under
M3 lighting class [3] as per the CIE-115 classification. The distance from the starting point of the vehicle to the placed object was 65 m.
The two poles were located at a distance of 24 m as shown in Fig. 2(a). The road map and the driver’s point of view of the road is given
below in Fig. 4 to show the layout of the road used for the experiment. The road surface was made of concrete. All the existing lu­
minaires for the street that could have influenced the photometric parameters of the light source on, or around the test area were
turned off during the experimental study.

3.4. Participants

Fourteen very healthy neurologically intact participants (Nine males and five females, age: mean S.D. 22.5 ± 1.21 yrs.) who are
novice drivers were recruited for this study. All the participants recruited had normal or corrected to normal vision. Upon arrival,
participants were made comfortable and provided refreshments before they were assigned to perform the required task. Prior to the
experimental procedure, all the participants were made conscious about the entire experimental procedure and signed an informed
consent before participating in the experiment. The above protocol was cleared by ethics clearance.

3.5. Behavioral Data Recording: Object detection by the subjects under different lighting conditions

The mounting height of the luminaire was 5.5 m from the ground with zero tilt angle and an overhang of 1 m. Power supply was
given to the luminaire from a 230 Volt 50 Hz constant voltage constant frequency programmable power supply. The poles were placed
24 m apart along the straight portion of the street as shown Fig. 2. All three combinations of FULL GLOW, PRO or COUNTER control of
luminaire beam were controlled with a switching arrangement which supplied power from the 230-volt 50 Hz programmable power
supply. One set of lighting situation was used one at a time, at the time of the experiment. The measured values of photometric pa­
rameters were given in Table 3. Fig. 1(b) shows the measurement of photometric parameters (illuminance, luminance, uniformities
etc.) [28–31] in different grid points under the FULL GLOW control of luminaire beam. Initially, once the car started from a point, the
press switch attached with the steering was pressed and the time (ts) was recorded [32]. Again, once the subjects detected the object,
the press switch was pressed by him or her and the time (tr) was recorded [32]. The difference between the two timings was considered
as detection time td =tr-ts in sec. The entire experiment was conducted under the condition that the automotive head lights of the car
was switched off. It clearly depicts that the effort was taken to restrict all the other light sources, except the designed street lighting
luminaires.

3.6. Results: The experimental results of the object detection study [8,22,29]

The response time of the individual subject/driver was measured accurately using the system based on the USB press switch. The
object detection time (td) recorded by each subject has been shown in Table 2.
The detection time of various participants during the three lighting conditions have been calculated and a comparative study was
carried out by plotting the detection time of participants as the bar graphs show in Figs. 5–7. From the graph it can be stated that there
is a clear variation observed in object detection times under three different lighting conditions i.e. FULL GLOW, PRO and COUNTER
control. It has been found that the average detection time of all the subjects under FULL GLOW is minimum and PRO control is also
similar but little high under COUNTER control. The average detection time of all the subjects under three different lighting conditions

Fig. 3. Flip dot disc arrangements used as object detection task in the experiment.

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Fig. 4. Road layout of the Test Site.

Table 2
Recorded object detection time (sec) by each subject for different lighting conditions.
Individual Subjects Response time under different light conditions (Sec)

FULL GLOW 135 Watt PRO Control COUNTER Control

P1 1.73 1.51 1.58

P2 1.807 1.8169 2.844
P3 2.115 2.26 2.913
P4 0.869 0.37 1.23
P5 1.286 1.534 1.989
P6 0.674 0.332 0.995
P7 1.796 2.17 2.152
P8 2.224 2.465 2.106
P9 1.182 2.203 1.717
P10 0.424 0.518 0.689
P11 0.573 0.513 0.498
P12 0.475 0.542 0.943
P13 1.435 1.636 2.188
P14 0.712 0.432 2.141

Table 3
Measured photometric parameters on the real road in different grid points between the luminaires/.
Lighting Condition Average Illuminance (lux) Average road surface Luminance (cd/m2) Overall Uniformity Longitudinal Uniformity
Full Glow 49.65 3.86 0.41 0.128
PRO Control 16.11 1.414 0.40 0.08
COUNTER Control 16.43 1.409 0.41 0.084

have been shown in Fig. 8.

In concurrence with the behavioral data i.e. the object detection time, photometric data as well as electrical power consumption of
the installation in the experimental road have also been measured under three lighting conditions. The photometric data has been
shown in table.
The electrical power consumption as measured has been shown as Table 4.

3.7. Analysis

In the above experimental results, it has been observed that the average object detection time of all the subjects is minimum under
FULL GLOW condition. On the contrary, there was a little variation in detection time observed for few individual participants. But this
result does not have any influence on the average detection time under FULL GLOW, PRO and COUNTER control conditions.
Though the average detection under FULL GLOW condition is quickest but under PRO control, the average detection time is very
nearer to FULL GLOW. Fig. 8 shows clearly the case. It has been further identified that the average object detection time under
COUNTER control is much higher. The measured photometric data also shows that under PRO and COUNTER control, average road
surface illuminance (in lux) and luminance is almost one- third of the FULL GLOW condition, but the longitudinal uniformities are
quite less.
Interestingly, the recorded object detection data shows that this loss of longitudinal uniformities during PRO and COUNTER control
didn’t affect the object detection. It has further been represented in Table 4 that the electrical power consumptions under PRO and

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Fig. 5. The object detection time (in sec) for all the 14 participants under FULL GLOW condition.

Fig. 6. The object detection time (in sec) for all the 14 participants under PRO control condition.

COUNTER conditions are almost one- third of the FULL GLOW condition.
Finally, from this experimental result it is clear that this beam angle switching method can be adopted more. Thus, at the time of
practical implementation, PRO control can be a better replacement for FULL GLOW condition when the lighting requirement become
lesser during late night hours. It can also be stated that for the road with bi-directional traffic movement and illuminated with single-
sided lighting arrangement, the COUNTER control will appear to be the same as PRO control for the opposite direction of traffic
movement. Hence, it will satisfy the visual comfort of the drivers as well as create an energy-efficient optimized design solution for
upcoming road lighting installations.

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Fig. 7. The object detection time (in sec) for all the 14 participants under COUNTER control condition.

Fig. 8. Average object detection time (in sec) of all the 14 participants under FULL GLOW, PRO and COUNTER control conditions.

4. Applications of Beam Angle switching and future extension

The experimental study clearly reveals that the lighting system can be switched with this cluster-based beam angle switching
technique. There is a huge energy saving potential hidden there. The switching of the cluster of LEDs with different beam angle
following the traffic direction will ensure the performance of the driver along with less consumption of electrical energy. Hence, while
designing the LED optics, different clusters with different beam angles should be considered.

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Table 4
Measured input electrical power consumptions by each luminaire under FULL
GLOW, PRO Control and COUNTER lighting conditions.
Lighting Condition Electrical Power Consumption (Watt)
FULL Glow 135
PRO Control 45.2
COUNTER Control 45.61

This category of road can exclusively be considered as A1 type according to the IS 1944 [19]. Let’s take an example of a real road
which falls under A1 type/ category according to IS 1944 with width of 10 m. And stretch of 1 km length. For this design purpose, a
270 W LED based street lighting luminaire is used. This 270 W luminaire is a special type of luminaire made with three arrays of LED
cluster as discussed in this paper earlier. In this design, luminaires are installed at the pole height of 9 m with a spacing of 28 m
between two consecutive poles. The arm bracket length is used as 1.5 m. The main road has single sided arrangement with 270-Watt
LED street lighting luminaires.

4.1. Analysis

It has been found that a total number of 37 LED based street lighting luminaires are required to achieve the desired lighting criteria
for the 1 km stretch of the mentioned A1 type city road.
The average time span of 12 h daily (5 pm-5 am) is considered for the total burning period (Peak and Off-Peak traffic hours) of LED
based street lighting system.
So, the total monthly electrical energy consumption of this 1 km stretch of A1 type motorized road of metro city like Kolkata with
LED street lighting installation operated under FULL GLOW mode for the entire 12 h (5 pm to 5 am) will be = (290 ×37×12 ×30)W-hr
= 3862.8 kW-hr.(2).
The entire (5 pm to 5 am) 12 h’s traffic hour schedule may be divided in two traffic hours as Peak traffic hour (5–10 pm) and Off-
peak traffic hours (10 pm to 5 am) for the same A1 type road [19]. During peak traffic hours of 5 h duration (5–10 pm), all the three
clusters of LEDs will be switched ON to operate it under FULL GLOW mode, during Off-peak traffic hours only one cluster of LEDs will
be made ON to operate in PRO Control mode. The satisfaction of the driver’s satisfactory visual performance is obtained with this PRO
Control.
The total daily energy consumption for the 270 W LED street lighting system will be (290 ×37×5) Whr + (96 ×37×7) Whr.
= 78.514 kWhr.
So, there will be daily energy saving of (128.76–78.514) kWhr i.e.50.246 kWhr for this 1 km stretch of road with this off-peak
traffic hour PRO Control mode operation.
Hence, monthly energy saving will be 1507.38 kWhr approximately, considering 30 days/month.
Finally, from the above example it is very clear that this “Beam angle switching” is a very effective method for road lighting in
different real Indian road situations, especially for the metro city roads. During off peak traffic hours, thus, the energy efficiency of the
lighting installation can be improved.

5. Conclusion

Optimization is a necessary fact for road lighting design today. This optimization can’t be reached by reducing the numbers of
luminaires only or by using energy efficient luminaires [11,13,15]. The effectiveness of this research output can be realized with
successful implementation. The optimization technique in road lighting cannot be realized only from the field of energy consumption;
rather from the visual performance of the drivers’ aspect [5,8,18,25]. The aim of this paper is to establish the effectiveness of beam
angle switching of a luminaire in object detection for motorized roads. Here, the effectiveness of this approach for the driver’s object
detection point of view has been justified on an experimental road. But the effectiveness of this research output can be realized in a
generalized way only with successful implementation. This paper proposes that this ‘beam angle switching’ as a methodology can be
adopted during low traffic hours. This study is required to be extended in different classes of Indian motorized roads. The wattage of
the LEDs, beam angle of the lenses and number of clusters of LEDs to be used will vary with different conditions. This paper has
depicted that, though longitudinal uniformities are getting lowered with these three stages of lighting conditions, but they are not
influencing the driver’s response towards object detection.
Finally, in the future, it is required to further extrapolate this study in the following directions. Firstly, we need to find out the
performance of the human brain and various motor actions in the brain under this FULL GLOW, PRO and COUNTER control lighting
conditions using EEG device as a tool to further study the lighting conditions favorable for better human cognition and the factors
responsible for better human cognition. Further, it is to find out the behavior of the human brain in various conditions of lighting. This
approach can be considered as the future metric for assessment of lighting installations for visual acceptance designing.

Declaration of Competing Interest

The authors declare that they have no known competing financial interests or personal relationships that could have appeared to

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influence the work reported in this paper.

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