The Public Health Act (1875), Section 276 allows Rural District Councils to obtain the power to light roads or delegate their lighting powers to the Parish Councils in their area.

The best diffuser is found to be Trotter's Dioptric relector.

Other:
G. H. Wilson presents a paper to the Association Of Lighting Engineers introducing sinusoidal diagrams.

Lanterns:
As sodium lanterns were considered to have less glare than mercury, early lanterns were open with little more than simple reflectors (the so-called 'seagull-reflectors').

A cut-off lantern was developed (the Wardle Liverpool) which utilised mirror reflectors. It required suspending over the centre of the carriageway.

Road Traffic Act Section 23: County Councils can enter into agreements with lighting authorities for the lighting of County roads and the provision of necessary equipment.

There are 2.4 million vehicles licensed in the UK. Road casualties at 99 per 1000 vehicles.

Other:
The Minister Of Transport appoints a Deptartmental Commitee "to examine and report what steps could be taken for securing more efficient and uniform street lighting, with particular reference to the convenience and safety of traffic and with due regard to the requirements of residential and shopping areas, and to make recommendations."
The MOT then publish interim report on street lighting. This covered the lighting of main roads.

Lanterns:
REVO introduce Progress (250-400W MA/V).
Sugg light the Great West Road in London with Rochester Gas Lamps.
Parkinson introduce Maxill gas lamp.
The South Metropolitan Gas Company introduce the Supervia Gas Lamp to light the streets of Wandsworth. It used thin flat mantles instead of cylinderical ones.
Oldham lit with 150W sodium lamps.
400W Osira lamps in Tunbridge Wells lanterns (GEC) used to light Richmond.
Other areas to use Osira lamps are: Newport, Reading, Tunbridge Wells, Lewisham, Lambet and Norwich.
The original Purley Way installation is replaced and increased with 235 150W Philora sodium lamps in the Wardle Liverpool fitting. The lanterns are suspended centrally on wires.

Other:
The APLE publish the first issue of Public Lighting.
The APLE hold their conference in Cheltenham.

10,000 MA lamps are already in use.

Trunk Roads Act: Section 6: MOT may enter into agreements with the lighting authorities over lighting of trunk roads where the MOT will contribute 50% of the cost of installation and subsequent maintenance.

Lanterns:
Refractor panels are used with sodium lamps for the first time.

Columns:
Stanton start production of spun concrete columns.

Other:
In August, the MOT publish the final report on street lighting. As well as main roads, side roads and junctions are considered.

It is based on the concept of "perspective geometry" and "silhouette vision". This, together with the introduction of gaseous discharge lamps, results in this final report.

Recommendation For The Lighting Of Traffic Routes (Group "A")

1. Mounting Height. To centre of light source, 25 ft.
2. Spacing. Generally not greater than 150 ft., but under occasional span may be as much as 180 ft. Where economically possible, spacing at 120 ft. may be adopted. For cut-off lighting, a figure substantially below 150 ft. is required.
3. Overhang. Maximum distance between the two rows should not exceed 30 ft. Maximum overhang of 6 ft. This is to allow the lighting of kerb, pavements and adjoining property.
4. Amount Of Light. For a carriageway of not more than 40 ft. in width, luminous output per 100 ft. linear of road should be between 3,000 and 8000 lumens.
5. Distribution Of Light. Available light should produce the maximum contrast between brightness of the object to be used, and its background.
6. Glare. With non-axial distribution, ratio of peak candle-power to the average of the values in all directions downward from the source and lying between 30 and 45 from the vertical should not exceed 6. With axial distribution, the ratio should not exceed 5.
7. Siting Of Columns. Single side lighting should be avoided except on bends and central suspension.

Recommendation For The Lighting Of Group "B" Roads (Non Traffic Routes)
Owing to wide variations that exist for these roads, general guidelines rather than specific guidelines are given.

1. Mounting Height. Between 13 ft. and 15 ft.
2. Spacing. Not greater than 120 ft, with maximum of 150 ft. in exceptional cases.
   Where economically possible, spacing at 100 ft. should be adopted.
3. Amount Of Light. Between 600 and 2500 lumens per 100 ft. linear of road.
4. Distribution Of Light. As Group 'A'.
5. Glare. For Non-Axial fittings, the ratio should not exceed 4.
   With axial distribution, the figure should not exceed 3.
6. Siting Of Columns. Staggered system recommended, with special care at junctions and intersections.

The APLE hold their annual conference in Folkestone.

Other:
There are 3.1 million vehicles licensed in the UK.

Other:
Just before The Second World War, the chief form of illumination in the City Of London was the arc lamp.
Leamington Spa was lit entirely by gas; they were just introducing high pressure gas lamps.
Defence Regulation 56A (1939) is introduced; it limits the capital available for new street lighting. Schemes require the sanction of the MOT and Civil Aviation Authority.

Other:
British Standard 161 published: Tungsten Filament General Service Electric Lamps. This allows manufacturers to replace universal focusing adjustments with stepped adjusters as bulb size is now standardized.

Lanterns:
Metrovick introduce Ealing and Aldwych lanterns
REVO introduce C9777 (sodium cut-off), C10735 (sodium semi-cut-off), C10766 (mercury semi-cut-off) and C10724 (ornamental).

Other:
Dim-out lighting is being used in many cities.
All manufacturers were gearing up to providing new lanterns and services.
Leamington Spa switches back on its gas lighting, thanks to sterling efforts by the Gas Undertaking, but the decision is made to convert them to electricity.

APLE celebrates its twenty-first birthday.

Over three million motor vehicles are licensed.

The first fluorescent street lighting scheme is installed in Eglington Street, Dublin in August. Semi-trough reflectors are used.

Other:
British Standard 1308 published: Reinforced Concrete Street Lighting Columns.

Lantern and column design examined by the Scottish and English Royal Fine Arts Commission on behalf of the MOT. For MOT grant schemes, only lanterns and columns 'passed' may be used. (This activity is later taken over by the Council Of Industrial Design).
The use of steel is restricted, so concrete columns become popular.
Minister of Transport becomes the Central Authority responsible for street lighting.

BTH light Rugby High Street with the second installation of fluorescent street lighting in August (Dublin was the first the previous year). This time, scientifically designed lanterns are used.

Old Bond Street becomes the third street to be lit with fluorescent, with an installation installed on the 1st September.

APLE hold their conference in London where a paper on fluorescent lighting was given and equipment was demonstrated. It was feared that maintenance costs would be high, as would the cost of the lanterns.
It was after seeing this exhibition that the lighting engineer of Leamington Spa decided to trial fluorescent lighting.

There are now 3.5 million motor vehicles on roads.

Other:
City Of London decides to use fluorescent lighting to relight its streets. Original idea was to use fluorescent lights on span wires - but this caused maintenance problems due to the congested streets. Therefore the wall mounted City Of London lantern was designed - although it wasn't possible to use a parallel mounted lantern (to the road) as it would've blocked up window space.

Other:
British Standard 1788 published: Street Lighting Lanterns. Covers the mechanical and constructional features of lanterns with regards to safety, durability and easy of maintenance, but does not cover photometric requirements.

British Standard 1249 published: Cast Iron Steet Lighting Columns.

"Light The Streets" film with John Snagge commentary shown at the APLE Annual Conference. Deplicts modern methods required by the Code Of Practise and examples on how to light roundabouts, T-junctions, and crossings.

The annual cost of gas starts to increase. Some authorities (e.g. Northampton) abandon gas for electricity on economic grounds.

Other:
British Standards Code Of Practise (BSCP) 1004 Part One: "Street Lighting Part I - Traffic Routes" published. It refines the MOT Report for Group 'A' roads (1937). Light Distribution Emphasis: Total downward light the most important. Also takes into account subsequent developments in light sources and road surfaces, gives more recognition to "Cut-Off" lighting, allows some reduction in the spacing of columns, and permits slight tolerance in mounting heights. It is decided to implement the Report by an advisory guide rather than a specific specification. Also the report is designed to produce installations that are "forward thinking" i.e. it should be possible to periodically "modernise" an installation, both easily and economically by refurbishing with new lanterns and/or light sources. The code is produced under the chairmanship of Dr. J. W. T. Walsh.

British Standard 1840 published: Tubular Steet Columns for Street Lighting. Four mounting heights are given: 30', 25', 15' and 13'. Tubes should be welded or seamless. Basic requirements for strength and deflection are stated.
British Standard 161 (1940) modified.
A British Standard for tubular fluorescent tubes is published (might be BS 1853).
The 60W GLS bulb was decreased in size to the same size as the 40W GLS.

The Council Of Industrial Design now approves the design of lighting columns (taking over from the Royal Fine Art Commission).

The lighting on the Great North Road in Baldock is upgraded. Originally there were 31 gas lamps with two-light No. 2 burners on short cast iron columns. These were replaced by 70 Concrete Utilities Avenue 3D and Avenue 3DN columns with Arc II brackets and Crompton Parkinson Corona II 140W SO/H lanterns.

Other:
There are 650,000 gas lighting units installed in the UK.
Aspec are marketing the Kingsland K1 and K3 time switches.
Automatic Light Controling Ltd are marketing the Gunfire controller and celebrating 50 years.
Automatic Telephone and Electric Co. Ltd. introduce new control switch (type 46) especially designed for street lighting.
Automatic Telephone and Electric Co. Ltd. exhibit their Rythmatic ripple control system. An installation is planned to control 20,000 street lights. The system caters for "All-Night", "Half-Night" and "Prior-Dawn."
Automatic Telephone and Electric Co. Ltd. Rythmatic control system controls 426 lanterns in central London.
British, Foreign and Colonail Automatic Light Controlling Co. Ltd are marketing their Gunfire controller.
BTH introduce new phosphors into their MBF/V lamps. This eliminates the colour distortion.
Concrete Utilities marketing the Avenue 3D column.
Horstmann celebrating producing 1,500,000 times switches. They exhibit the Y switch which has 12 hours spring reserve.
Metropolitan Gas Meters Ltd are marketing the Duplex time switch.
ICI experiment with acrylic plastics for street lighting use.
ICI design refractor system for Siemen's City Of London lantern.
Philips have installed over sixty miles of sodium lighting in the city of Liverpool.
Poles Limited exhibit their Adastra columns, approved by the Council Of Industrial design. The Beta column was shown for the first time.
Sangamo Weston market the SS (synchronous time switch) and SSC (synchronous time switch with solar dial). Seeboard (South-Eastern Electricity Board) experiment with high mounted street light units.
Standard Telephone And Cables Limited introduce DC Bias system in Southampton.
Standard Telephone And Cables Limited are marketing the DC Bias Control System.
Stanton are marketing the 8D, 8F column. The Council of Industrial Design have approved a wide range of their columns.
Stewarts And Lloyds are marketing the Gb. 503, Gb. 508, Gb. 557 and Gb. 583.
Venner marketing Half-Night Control (MSDC) time-switch for fluorescent lanterns.
Venner are marketing the TJSSP time-switch (with nine hours spring reserve).

The APLE conference was held in Liverpool.
The APLE start work on their Diploma scheme.
Regional sections of the APLE are being founded. The Scottish and Lancashire & Yorksire Sections are already formed and having meetings. The Midlands Section holds its inaugral meeting this year.

The tubular 125W MBF/U is exhibited at the conference for the first time. The bulb had been available in Europe for some years previous.

The trends since the Second World War were:

• Larger sizes of discharge lamp were used, disposed horizontally in enclosed lanterns, to give broad-beam distribution.
• Extension of the use of sodium lamps for main road lighting.
• Fluorescent lanterns introduced in city streets and town centres.
• Group-B roads tend to toatally enclosed lanterns with 100 GLS lamps.
• Post-top lanterns gradually make headway, using fluorescent tubes, normally decorative.
• Perspex is used for enclosing bowls, refractor plates and the lantern body itself. Tubular vertical refractors are now being made for smaller sizes of filament lamp, although currently only of symmetrical distribution.
• Steel is in short supply, so concrete columns are installed in large numbers.

• Increasing scrutiny by the Council Of Industrial Design
• New town developments. (In one case a column was selected, and manufacturers were asked to design a lantern for it).
• Architects have specified entire column and lanterns combos (leading to post-top mushroom designs).
• Decorative post-top fluorescent lanterns are appearing, opalised on one side of the bowl.
• Swan neck brackets are considered ugly.

The damage on highways due to accidents and insurance claims was estimated at £150 million per annum.

Accident statistics showed:

• More that 95% of all road accidents occurred between 7AM and midnight.
• Two and a half times as many adult pedestrians were killed an hour at night as an hour during the day.
• Almost twice as many motor drivers were killed an hour at night as an hour durin the day.
• Almost twice as many adult pedestrians were seriously injured an hour at night as during the day.

Over five million motor vehicles are licensed.

In Belgium, it had become the practise to tilt fluorescent lanterns at 15^o. It was thought that the tilt lit the centre of the road better. The practise started to appear in the UK; for no other reason than it was the continental way of doing things.

The Institution of Municipal Engineers carry out a survey of street lighting in England, Wales and Scotland:

• Some form of lighting exists on 90% of roads: 53% electricity and 37% gas.
• Of the 53% electric lamps, 70% lights main roads.
• Nearly 100% of authorities had already decided to light all future schemes by electricity.
• Amount of sodium and mercury lighting in use on main roads was about the same.
• Less than 10% of main roads lighted by filament lighting, although oer 50% of residential roads used it.
• Over 95% of installations were being designed with the new Code Of Practise.
• 49% of street lighting operated from "dusk to dawn".
• Manually wound time clocks used by 93% of lighting authorities.

The APLE hold their conference in Eastbourne.
Members of the Road Research Laboratory give a paper on road surface characteristcs.

The new BS 161 standards give rise for concerns in lanterns e.g. temperature effects and effects on light distribution.

Siemens install 50 Kuwait lanterns in Preston Market Square, the first installation of these lanterns in the UK.

Some notes by Waldram on street lighting:

• Making the road surface bright
  Shortage of money means we make "a little go a long way". This must not be taken too far; a poorly lighted street may be more dangerous than an unlighted one.
  Silhouette lighting: most convenient, safest, least expensive way of revealing objects.
  Single lantern, mounted on column, produces a bright patch on road surface. Size, shape and brightness depends on nature of road surface, light distribution of lantern and mounting height.
  Important facts about the patch:
  
  • Lies between the observer and the foot of the column. Never extends beyond the foot.
  • For cut-off distribution (maximum intensity 75°, no light emitted above 80°), patch will be ellipse shaped with long axis across road.
  • For non-cut-off distribution (maximum intensity 80° appreciable light emitted to horizontal), patch will be "T" shaped with tail extending along road to observer.
  • Luminance of patch very dependent on the reflector factor of the road at glancing angles of incidence and view.
  
  
• Spacing And Arrangement Of Lanterns
  
  • Main Roads
    Cut-off lantern mounted 8M high over kerb will light road 10M wide, kerb to kerb. Therefore central suspension of single line of lanterns at 30M spacing is satisfactory. Gives adequate road brightness; freedom from glare; safe and pleasant driving conditions. However, most costly and less flexible than non-cut-off.
    Non-cut-off lantern, patch width is less. Preferred arrangement, mount lanterns on columns kerb-side, at 40M spacing (50M max) in staggered arrangement. Larger spacing possible because of longer bright patches. Arrangement of lanterns places patches side-by-side so merge to creat uniform path of light. Brightness of the road surface high, but so is dazzle.
    Lanterns placed on outer kerb around bends; use siting guage to determine locations so patches merge.
    Layout of lanterns for non-cut-off requires skill and ingenuity.
    Dual carriageways: can use lanterns emitting light towards the traffic (uni-directional), therefore reducing wattage of lanterns by half. Or mount pairs of cut-off lanterns on central columns.
  • City Streets
    Amenities of the neighbourhood should be preserved. Vertical lanterns are good as they emit much light above the horizontal to light buildings and improve general appearance.
    For crowded streets and squares, bright road surfaces are less important so lanterns should be spaced more closely to achieve a higher direct illumination.
    
  • Side Roads
    To reduce cost, lanterns at 200W or less are used; mounted 3-5M high; spaced at 40-50M.
    Light distribution similar to main road non-cut-off.
    Aim is not to light the road for the benefit of the motorist - but for the pedestrian and general amenity.
    Lanterns should be easy to maintain, attractive, of low brightness and proof against small boys.
  
  
• Choice Of Light Source
  Made on personal preference on colour and comparative costs.
  GLS: relatively cheap to install, expensive to operate.
  MCF: cheap to operate, costly to install (gear, large columns, large lanterns).
  Most new main road installations in the UK are MB or SO. No experimental evidence has been published to support a preference (although recently determined that MB more glaring than SO - but not conclusive).

• Lantern Design
  Must fulfil purpose for 10 to 20 years.
  Must be easy to maintain.
  Adjustments - such as focusing devices - should be as few as possible.
  All parts should be robust.
  Design should not be sensitive to manufacturing tolerances.
  • Optical Design
    Reflector systems must be made to greater tolerances than refractor systems.
    Light control should be by main controlling system and an auxiliary system.
    Optical system determined by light distribution required e.g. cut-off achieved by specular reflectors.
    Refractors and reflectors can be used equally for non-cut-off systems. However refractors prefered because (a) less sensitive to manufacturing tolerances (b) more freedom for the design (c) glass and acrylic plastic more stable and corrosion resistant.
    
  • Mechanical Design
    Should be robust and simple.
    Use die-cast aluminium, pressed glass or platic refractors for high resistance to corrosion.
    Re-paint as soon as undercoat shows.
    Keep moving parts greased.
    Lantern constructed from unsuitable materials may be cheap to purchase but costly to maintain.
    The use of Perspex has allowed large lanterns to be constructed, and because it can be welded to itself, refractor plates can be attached with the prismatic surfaces completely concealed.
    

• Lantern Testing
  Performance over years can be forecast using laboratory testing.
  
  • Photometry
    Use a photometer to measure the intensity in candelas over a range of angles.
    Results are plotted as lines of equal intensity (Isocandle Diagram)
    The performance of the lantern can be estimated from this diagram.
    
  • Durability Tests
    Forced tests for resistance to corrosion are not normally reliable.
    Test stations are set up in different places and samples or complete lanterns exposed.
    Corrosion may vary from place to place.
    Dirt forms the centre of attack.
    Exposure tests include combinations of metals, painting, treatments, greases.
  • Vibration Tests
    Most lanterns suffer from vibration (severe case of 15cms at frequency of 200 per minute observed).
    Therefore lanterns tested on a shaking machine.
    Frequency and amplitude can be adjusted; tests run for 100 hours (equivalent to several years service).
    
  • Thermal Tests
    Thermal tests take the greatest amount of effort: glass or Perspex, lamp cap and leads must not overheat, the lamp must start and operate in all weather conditions.
    Temperature measurements made in enclosure with double walls by thermocouples.
    Schlieren technique used to study heat streams around a lantern.
    Weaterproofing tested with a water spray test; proves water tightness and ability of glassware to withstand thermal shock.

• Night-time road journeys result in much higher proportions of deaths and serious injuries than day-time journeys.
• Pedestrians suffer very heavily for inadequate street lighting: with a night-time death rate two or three times that by day.
• Roads are three times dangerous by night as by day to each road user.
• The continuing increase in vehicular traffic is being reflected in a disproportionate increase in night time casulaties
• The major cause of the serious night-time accident situation is street lighting, whose improvement has not kept pace with the increase in road traffic.

Defence Regulation 56A (1939) which limited the capital available for new street lighting is finally lifted.

Aberdeen's Union and Castle Street are relit using cold-cathode wall and pole mounted vertical fluorescent lamps designed by the GEC.

Some notes from Charles Winning of Stewarts and Lloyds:

• Introduction
  Steel tubes have been demanded for over 50 years.
  In early parts of century, wrought iron or steel available. Now only use steel.
  Prior to the First World War, cast iron columns of low mounting heights were in general use.
  With the advent of fast moving and heavy motor traffic, more adequate street lighting was necessary, so mounting heights were increased. Steel prefered over cast iron as it doesn't fracture on impact.
  Modern columns covered by BS 1840 (1952).

• Construction
  1. Sectional Column: Join lengths of tube of different sizes.
  2. Stepped Column: One length of tube reduced, or stepped down, by drawing through dies.
  3. Combination: Sectional base section (for control gear) and stepped shaft portion.

• Design
  Council Of Industrial Design approve designs for Group A roads (needed to qualify for an MOT grant).
  CoID also act as advisory body on questions of aesthetic design.
  CoID do not deal with Group B.

• Standard Columns
  Columns standardized as per BS 1840.
  Bracket lengths are not standardized - outreaches vary widely.

• Column Features
  1. Base Section: Made to minimum standard size as agreed with gear manufacturers.
  2. Root: Can be made straight or cranked (to avoid other services).
  3. Base Ornamentation: MOT opposed to use of added ornamental parts. CoID will not approve them. Ornamentation causes corrosion. Most councils have smashed off cast iron ornamentation from existing columns (collars, coat-of-arms etc.)

• Shaft Section
  Ususally stepped down.
  Larger diameters can be used if double fluorscent lanterns to be used.
  Available as plain or fluted.

• Bracket Arms
  Fabricated from steel tubes.
  There are three types:
  1. Straight tubular arm supported by tierods and clips. Bracket arm is crewed into a half coupler welded onto the pole.
  2. Straight and curved tubular arms, with thin plate on underside to improve appearance. Welded to a tubular sleeve which fits over pole top. Sleeve held in position by three Allen screws.
  3. Bracket arm in form of single bent tube. Lower end has connector sleeve welded on. Fits over pole top. Held in position by three Allen screws.
  Poles can support outreaches up to 15'. When outreach exceeds 15', some form of side bracing is required.

• Columns For Large Lanterns (Fluorescent)
  Design of the bracket arm dependent upon the make of the lantern.
  Some form of bracing against side wind load is desirable.
  
• Performance
  As per BS 1840 (1952)

• Impact
  Danger to anyone in vicinity of struck column is extremely slight.
  Steel columns neither break nor disintegrate on impact but merely bend.

• Surface Protection
  To prevent corrosion, two forms of surface protection are used:
  1. Paint
  2. Metallic Coatings (usually zinc in the form of hot dip galvanising).

• Advantages Of Steel
  1. Withstand fairly rough treatment.
  2. Do not break or fracture under shock.
  3. Slender and comparatively light for the strength provided.
  4. No real erection problem.
  5. Strength can be determined fairly accurately.
  6. Base section just sufficient to house electrical gear.
  7. Painted to suit any colour scheme.
  8. Approved standard designs in accordance wtih BS 1840 are of sound design with simple grace.

Number of miles of road having street lighting:

• 23,100 miles: Tungsten filament (much is below standard)
• 20,000 miles: Gas
• 3,060 miles: Mercury vapour discharge
• 1,570 miles: Sodium discharge
• 250 miles: Fluorescent

Regulation 56A of the Defence (General) Regulations 1939 lifted in November. This limited new lighting schemes during the war and immediate post-war years.

At the APLE conference, Harris and Christie of the Road Research Laboratory quoted a 29% reduction in personal-injury accidents on eight main roads in the London area.

The APLE hold their annual conference in Folkestone.
J M Waldram is inducted as APLE president: the first time someone associated with research becomes president.
The South Western section meets for the first time.

Ediswan SSA/1 street lighting lanterns installed in Queensferry Road, Dunfermline.
Crompton Corona II lanterns on Concrete Utilities 3DNX columns installed on the A13 at Pitsea and Vange (now Basildon).
REVO and Stewarts & Lloyds provide lanterns and columns for the relighting of the A1 through Stamford. This includes 15 lanterns of "facade" type lighting (fluorescent, 80W, 2-tubes) with the lanterns parallel with the axis of the road. This is the first time instances of this type of lantern have been used to light a trunk road.
340 REVO cut-off sodium lanterns (C13660), suspended in pairs from steel catenary wires, supported by 25 ft. steel columns, erected to light the Birmingham-Wolverhamton new road. It is claimed to be some of the best street lighting in the country.
REVO cut-off sodium lanterns (C13660) used again, this time suspended singley from catenary wires, along Burgess Road, Southampton.
The GEC supply VHF radio receivers for tower wagons and maintenance vans belonging to the Newcastle Corporation. This allows direct two-way communication with the control facility.
The GEC complete an installation in Blackburn which includes 400W MBF/U lamps.
Bright Son & Co start a "hospital" for electric time switches and gas controllers.
BTH install 140 sodium street lighting lanterns on the main roads of Salford. Sodium enclosed lanterns on Concrete Utilities Avenue 3D columns at 25 ft. were used.
Lighting continues to be upgraded in Leeds with Crompton Corona II lanterns (SG305EX) lanterns being installed on existing traction poles.
Siemens, REVO and Poles Ltd win the contract to supply street lighting to Kuiwait.
Siemens design the Orton lantern (60W SO/H) with "Birmabright" reflector for Midsomer Morton. 300 are installed.
183 all-perspex Metrovick SO-50 lanterns installed at Grangemouth, with plans to install more. 31 Gower lanterns installed by the firm within the Grangemouth Refinery.
GEC provide 39 Z9425 lanterns, mounted on Macfarlands Limited columns, installed on the Northam Bridge, Southampton.

There are 6.4 million vehicles licensed in the UK. Road casualties at 41 per 1000 vehicles.

Earl of Selkirk, whilst debating the forthcoming Road Traffic Act (1956), expresses the government view that there are too many lighting authorities. Larger authorities needed to deal with road lighting and achieve greater uniformity.

Lanterns:
A C Ford are advertising their products for Group A and B roads.
AEI are now directly marketing the Sapphire, Amber and Diadem.
Atlas have introduced the new Beta Two lantern.
The GEC market the Plastifractor lantern with its one-piece injection moulded refractor bowl and various post-top fluorescent lanterns.
Falks advertise the Fulmar I.
Hume Atkins introduce their Area lanterns.
Holophane advertise the Side Of House lantern and announce a new refractor for the 250-400W MBF/U lamp.
Metropolitan-Vickers continue to advertise their lanterns.
Phosco are marketing the Phosware SO140 enclosed sodium lantern along with several other lanterns.
REVO light the Birmingham's main shopping centre with special new lanterns.
Siemens Kuwait is being marketed with the Court, Carpenter, Crawley and Coventry lanterns.
Wardle market the Dielikon plastic refractor and the Murray lantern which uses it.

Other:
Automatic Light Controlling Co. Ltd. are marketing the Gunfire controller and a repair service.
Concrete Utilities suggest the painting of metal columns is a waste of rate players money. They're also advertising their Highway X column with a Phosware F3-80/H lantern.
Horstmann are marketing their gas and electric time switches.
Metropolitan Gas Meters Ltd now also offer a repair service for gas controllers and time switches.
Poles Limited are marketing their Adastra columns.
Sangamo are advertising their time switches.
Stanton are marketing the 8K, 8D and 9D columns approved by the Council of Industrial Design.
Standard Telephone and Cables Limited are advertising their DC Bias Control Systems.
Stewarts And Lloyds are offering their new catalogue.
Venner are advertising time switches.

British Standards Code Of Practise (BSCP) 1004 Part Two published which refined the MOT Report for Group 'B' roads.
Light Distribution Emphasis: Light distribution in plan should be suited to the environment. The code is produced under the chairmanship of Dr. J. W. T. Walsh.

Road Traffic Act passed.

Northampton's lighting engineers complete 75% of their relighting plan. This is triumphed by the EDA.
Chislehurst/Sidcups main roads relit with BTH Amber lanterns and BTH Diadem lanterns (High Streets).
REVO Sol-Etern selected to light main roads in the City Of Westminster.

Government recognise the roads are inadequate to deal with modern traffic: are carrying on a programme of road improvements with priority to the elimination of black spots.
Government seeks to introduce a system of compulsory testing of vehicles under the new Road Traffic Bill.
Vast majority of accidents are due to human error of judgement.

John Betjeman in a public speech referred to bye-laws requiring street lights to be of greater heights and accuses unscrupulous firms of putting Passed By The Royal Fine Art Commission on their catalogues. He also accused borough surveyors of working by rule of thumb.

The Royal Art Commission indicates between 1955-56, 75 individual lighting schemes were considered. This doesn't stop authorities referring to the Royal Art Commission, somewhat backing up Betjeman (see also Ian Nairn).

Some notes on Venner time-switches by W. A. Devon:

• Clock types:
  • 14-day hand-wound movement
    Advantange: Freedom from mains variations
    Advantange: No need for mains supply
    Disadvantage: Fortnightly visits required to rewind it

  • Synchronous Motor
    Cheapest and most popular
    Advantage: Can be left almost indefinintely
    Disadvantage: Affected by power cuts

  • Synchronous Clock With Spring Reserve
    A spring-driven clock maintained full wound by a motor drive.
    In the event of a power cut, the spring reserve takes over.
    Disadvantage: Still requires visits to adjust for natural losing or gaining rate of the escapement.

• Sodium street lighting requires a modification to the solar curve calculations to allow 15 minutes lighting up time.
• Double circuit switching allows multiple tubes in fluorescent lanterns to be individually controlled. This allows for reduced lighting levels afer midnight.
• Multi-Switching (known as the G.P. switch) allows many lighting units to be controlled and switched at different times. Used for the lighting of flats.
• Selective Switching also uses a day selector dial which allows for lighting not to be used as weekends.

The APLE conference is held in Blackpool.

Some notes on the development of lantern design by Holmes and Souter:

• Principle Factors In Lantern Design
  • Street Lighting Policy
    • Light Source
    • Lighting Technique
    • Mounting
    • Maintenance
  • Lantern Design
    • Optical System
    • Mechanical Construction
    • Durability
    • Acessibility
  • Competitive Tenders For Lanterns

• Type Of Light Source
  • Incandescent Filament (GLS)
  • Discharge
    • Sodium (SO/H)
    • Mercury
      • Discharge (MA/V, MA/H, MB/U)
      • Blended (MBT/V)
      • Bulb Fluorescent (MBF/U)
      • Tubular Fluorescent (MCF/U)
  • Gas
    • High Pressure
    • Low Pressure

• Type Of Lighting
  • Technique
    • Prestige And Display
    • B.S. Code Of Practise
      • Group A
        • High Angle
        • Medium Angle
          • Aeroscreen
        • Cut-Off
        • Uni-Directional
      • Group B
        • Narrow B1
        • Wide B2
        • Tree lined
• Optical System
  • Symmetrical
  • Axial Asymmetric
  • Non-Axial Asymmetric
  • Uni-Directional

• Means Of Control
  • Reflector
    • Vitreous Enamel
    • Glass Or Plastics
      • Silvered
      • Aluminised
      • Prismatic
      Anodised Aluminium
  • Reflector-Refractor
  • Refractor
    • Single Piece
    • Sealed Two Piece
      • Glass
        • Soda Lime
        • Heat Resisting
      • Plastics
        • Processed Sheets
        • Injection Moulding
  • Diffuser

• Mechanical Construction
  • Specifications (BS:1788:1951)
  • Provision For Control Gear
  • Aesthetics

• Lantern Body
  • Spinnings
    • Steel
    • Copper
  • Fabricated Box
  • Castings
    • Iron
    • Silicon Aluminium
      • Gravity Die
      • Pressure Die
    • Plastics Moudling

• Durability
  • Heat Dissipation
  • Weather Protection
    • Gaskets
    • Cements
    • Hinges
    • Corrosion
      • Materials
      • Surface Treatment
    • Vibration
    • Impact
  • Mechanical Protection

• Accessibility
  • Fastenings
    • Hinges
    • Bolts
    • Toggles
      • Latch
      • Swing-Bolt
  • Cleaning
  • Lampholder
    • Wiring
    • Focusing
      • Fixed
      • Adjustable
  • Lamp Replacement

The 400W MB/U lamp is now so efficient that it is classed entirely out of the British Standard for street lighting e.g. it gives more than 8,000 lumens per 100 ft. of roadway with lanterns of 120 ft. spacing. This assumes a lantern of high efficiency but begins to show that the BS specifications already need attention.

There is a need for a higher wattage sodium lamp. In Holland, they avoided going to 140W SO/H by using lanterns fitted with two 85W SO/H lamps - this also had several other advantages.

Other:
British Standard 1308 revised: Reinforced Concrete Street Lighting Columns.

1st November: Granville Berry (Coventry City engineer and surveyor), in a paper to the Institute Of Highway Engineers, reported the results of analysis of investigations of the Road Laboratory Research Committee As a result of the installation of lighting standards within the County of London, there was a reduction of between 20% and 30% in the road accident rate. After installing their complete scheme of fluorescent lighting, Northampton achieved a reduction of road accidents by 30%. In the USA, 14 states claim tha improved lighting on their main roads reduced accident rate by 60%. A similar reduction has taken place on the main trunk roads of Paris.

Main points from his paper:

• Due to rapid development of motor traffic, road lighting has become more important.
• Legalisation for the provision of lighting is permissive and there's no legal obligation to provide it (except in some parts of Scotland and London).
• County Councils, although Highway Authorities, are not lighting authorities (except in Scotland). They are permitted under Section 23 of the Road Traffic Act (1934) to enter into agreements with lighting authorities for the lighting of County roads. In practice, this has proved unworkable.
• For Trunk Roads, the Ministry Of Transport, although not the highway authority, is not the lighting authority. The lighting authority carries out the work and maintains the equipment whilst MOT contributes 50% of approved costs of installation and subsequent maintenance.
• There are nearly 3,500 lighting authorities in Great Britain. In addition there could be at least a further 5,000 if Parish Councils becoming lighting authorities for their areas (if they adopt the Light and Watching Act, 1833).
• There are in excess of 1½ million street lights in Great Britain. Cost of maintenance is £12 million a year. MOT contributed £113,358 in 1955-56 for Trunk Roads.
• During the last 10 years, 5,000 miles of public highways have been provided with new or improved lighting. Total capital expenditure in this period is in the region of £20 million.
• Many engineers responsible for both highways and lighting feel Government should accept responsibility for the whole cost of the lighting of trunk roads.
• Relighting of classified roads is seriously delayed by lack of financial assistance and is still outside the Improvement Grant System. The improvement an authority can carry out is determined by the rates.
• There are over 150 lighting authorities in London alone. It is suggested some form of Joint Lighting Authorities could be formed.
• Improvement Grant System should include the provision of new and improved lighting on classified roads, where carried out in accordance to CP 1004, and to increase from 50% to 100% the Ministry's contribution of Trunk Roads and Motorways.
• Economic justification of national system of motorways must depend on "around the clock" use so they should be as safe by night as day i.e. they should be lit.
• Road Research Laboratory have made detailed "before" and "after" studies of personal injury on eight traffic routes in London. Results indicate an overall accident reduction of 35% during hours of darkness.
• Similar investigations have indicated accidents are down 30% with "good lighting".
• In the USA, Street and Highway Safety Lighting Bureau report "before" and "after" studies on 28 installations in 14 states and show a reduction of night fatalities of over 60%.
• Lighting of sections of the Paris Autoroute de l'Ouest has indicated an accident reduction of up to 30%.
• Road Research Laboratory calculates the average cost of personal injury accident is £500 - therefore the savings on accidents is more than the cost of providing lighting to Code of Practise CP 1004.
• Total cost of lighting all roads in urban areas estimated as an extra £5 million a year, and on the assumption of an accident reduction of 20-30%, there seems little doubt as to the economic justification of lighting traffic routes.
• During last 30 years, conception of the need and purpose of lighting has changed from a simple warning light to the provision of adequate and sufficient illumination to ensure safe movement of pedestrian and vehicular traffic, as well as reasonable standard of protection for both persons and property.
• Before the introduction of discharge lamps, it had not been readily or economically possible with gas and incandescent to provide really adequate lighting on traffic routes.
• Discharge lighting came shortly after the 1931 revision of BSS 307 and made apparent some of the difficulties designing installations using "Direct Illumination" - htis lead to the adoption of the "Road Brightness" theory.
• Therefore lighting engineers began to look at roads "in perspective" rather than "in plan".
• This made lighting schemes more economicially possible and efficient, and laed to the Ministry of Transport Departmental Commitee Report of 1937, which emerged as the British Standard Code Of Practise (CP 1004: 1952).
• Traffic Routes (Group "A")
  • All roads on which standard of lighting should provide an ample margin of safety for road users without the necessity of headlights on motor vehicles.
  • Fittings at 25' to light source, with maximum spacing of 150' in "non-cut-off" installations.
  • Lanterns have a light output between 3,000 and 8,000 lumens for every 100 linear feet of road.
  • Width of carriageway does not exceed 40 feet.
• Other Roads (Group "B")
  • All other roads, including residential, and varies emphasis from needs of the vehicle driver to pedestrian.
  • Standard of lighting cannot be relied upon under all conditions for safe movement of motor vehicles without use of headlights.
  • Fittings at 15' to light source. Average spacing of 120' feet.
  • Lanterns have a light output of between 600 and 2,500 lumens every 100 linear feet of road.
  • Group B1
    • Streets in heavily built up urban areas where footways, forecourts and front gardens are narrow.
    • No trees.
  • Group B2
    • Streets in suburban residential areas. Generally tree-lined and wide footways, deep front gardens
• Additional factors affecting design of various systems of lighting (over the Code Of Practice)
• Selection Of Light Source
  • Main factors: luminous efficiency, lamp life, brightness, colour rendering.
  • White light being increasingly used for traffic routes that pass through built-up areas using fluorescent lamps or colour corrected high pressure mercury vapour.
  • Monochromatic yellow light of sodium vapour renders it unsuitable for shopping areas on traffic routes.
• Type Of Lantern
  • Determines the distribution of light to give the necessary road brightness.
  • 1. Non-Cut-Off System
    • Angle of maximum intensity between 75° and 80° from the downward vertical.
    • Lamp either wholly or partly unscreened.
    • Most widely used system in country for filament and mercury vapour lighting.
    • Lanterns can be spaced widely. Spacing not critical.
    • Glare reduced by using horizontal burning lamps.
    • Fluorescent lighting schemes almost invariably non-cut-off.
  • 2. Semi-Cut-Off System
    • Light distribution above the main beam controlled as to fall away sharply at angles approaching the horizontal.
    • Closer spacing of lanterns required.
    • Satisfactory lighting scheme with little glare, and counteracts the "tunnel" effect of full-cut-off.
    • Particularly suitable for central suspension lighting.
  • 3. Cut-Off System
    • Maximum light output at an angle of less than 75° from the downward vertical with a very marked reduction in intensity above this angle.
    • Glare is almost completely eliminated.
    • Spacing of lanterns much closer and critical.
    • Used primary with central suspension.
  • 4. Unidirectional System
    • Occasionally used for dual-carriageway lighting on main traffic routes.
    • Each road lighted as a separate one-way road; light from the lanterns only given out in the same direction as the traffic flow.
    • General illumination outside the carriageway is not good - other road appears to be unlit.
• Type And Condition Of Road Surface
• Type and condition of road surface has a very significant effect on the efficiency of any lighting installation.
• Coarser textured surfaces had reduced the preferential component of reflection from road surfaces.
• Road surfaces were frequently unsatisfactory from a lighting viewpoint in wet weather.

• There is a lack of uniformity of lighting installations. No legal obligation for any lighting authority to consult with neighbours. "Motorists who have to pass from the amber flood of sodium flare lighting into the glare of the mercury vapour system and then perhaps into the comparative darkness of an area equipped with insufficient of the ordinary electric lights, all sometimes along the same stretch of road, known only too well how great a strain is to drive at night in this country." Why not establish joint standing committess of neighbouring local authorities, especially in the conurbation areas, so uniform lighting could be discussed?
• There is a lack of tidy administration and organisation in the lighting authorities. In England and Wales there are no fewer than 3200 different lighting authorities. If the 5000 Parish Councils were to take independence and became lighting authorities then there would be over 8000. County councils, although not lighting authorities, are empowered to make grants within their own county area for schemes which are approved, but they have never done this.
• There is a lack of finance. £12 million a year spent by local authorities on lighting whilst contibution by the MOT was not more than £133,000. (Although MOT can only provide grants for trunk roads). It is utterly unreasonable that local ratepayers should be saddled with the cost of lighting installations which are part of the national service. [He then quotes Granville Berry's results (see above). The cost of road accidents to the nation is about £170 million per year, the cost of a fatility being about £500. If adequate lighting was installed on main roads within the urban areas alone, the estimated cost would not be more than £5 million per year.
• Lack of uniform and continious lighting along main roads is one of the major causes of road accidents.

• To try and import some order and administration into the provision of adequate lighting.
• To co-ordinate the activities of the local authorities through joint standing committees.
• About the financial aspect of the matter.

Lanterns:
AEI introduce the Amber MK IV, Kington, Newton, Ashby and Kirby lanterns along with the Leader column.
Atlas are advertising their Alpha One which won the Gold Medal at the 1957 Milan Triennale and the Alpha Three. They also introduce the new Gamma Four and Beta Four at the APLE exhibition.
ELECO picture their Silver Ray lanterns.
Falks show off their Beaufort range.
GEC introduce the Z8430 and Z8430CM for the new mercury fluorescent lamp.
Holophane have introduced the new oval bowl unit refractor for Group 'A' roads.
Phosco are highlighting their Georgian and SO 140/S Enclosed Sodium lanterns.
Siemens Ediswan are advertising their Kuiwat Unitary System.
Wardle are advertising their Murray lantern and newly remodelled Atholl.

Other:
AEI introduce their new aluminium columns for Group B roads (the Leader range).
Concrete Utilities are marketing their concrete columns, especially the Highway X.
ELECO are advertsing their newly introduced ELECOSlim range of columns.
Horstmann are marketing their time switches which have been used in Crawley New Town.
Hunts advertise their capacitors for lighting applications.
Metal Developments are advertising their Lucerna columns.
Metropolitan Gas Meters Ltd continue repairing gas controllers and time switches.
Parmar are advertising their control gear.
Poles Limited are marketing their Adastra columns.
REVO have installed floodlighting at Molineux and are advertising their street lighting.
Stanton are marketing the 8F columns approved by the Council of Industrial Design, advertised the entire 9 range, and introduced the 10 range.
Stewarts And Lloyds are advertising their lighting columns (specifically the Gb.583, Gb.591 and Gb.825) and floodlighting towers.
TMC introduce a new range of power correction capacitors.
Venner are advertising their time switches.
Wardle are advertising their floodlight units.

REVO is now a Duport company and is also a member of the British Lighting Council.

12 top-entry AEI Amber cut-off lanterns are installed on Stewart And LLoyds GB.581 at Balloch Roundabout, Dunbartonshire.

39 AEI Amber lanterns installed on Springbank C concrete columns on the Edinburgh-Stirling A9 trunk road at Plean.

406 GEC Two-Forty (Z8245) lanterns installed on GEC Brevis columns in Richmond. In addition, 350 have been installed in Hammersmith.

68 Atlas Alpha 2 lanterns installed in Witham, Essexon the A12 London-Great Yarmouth trunk road. Fluorescent lighting is to be used for main and trunk roads through the town.

British Standard (1308:1957) for Concrete Street Lighting lanterns has been revised: scope of the standard has been extended to included columns of prestressed concrete, specification details and the purchasing function.

Specially designed post-top lanterns and concrete columns installed in Crawley New Town by the GEC. A new post-top "mushroom" fitting was designed at the request of the Crawley Development Corporation and takes two 2ft. 40W fluorescent tubes. Specially designed Two-Forty lanterns are installed in other areas of the town. The new GEC Brevis II B will be used throughout the shopping area. And in other areas, main roads will be lit with GEC Two-Eighty fluorescent lanterns.

Croydon embarks on a five year programme to relight all its streets which will involve 3,500 140-watt sodium lanterns. The first two stages of the programme have been completed with 850 columns to be now erected. London Road, from Norbury to Purley, will be lit using ELECO lanterns. REVO obtained the second contract (for 550 columns). And 1100 columns are being erected with GEC and REVO lanterns. All the columns are manufactured by Stewart And Lloyds (although some existing columns have been reused). It will be the largest installation in Britain using the new SOI lamp.

REVO have supplied 50 newly designed C15074 fittings for the city of Coventry mounted on REVO Slender-line steel columns which have a special underground box in cast iron which holds switches, gear etc. This box is watertight and the lid fits flush with the surface of the pavement.

Tilbury Docks in London are lit with Holophane Acorn lanterns with 400W MBF/U bulbs. The lanterns employ both a prismatic refractor bowl and internal band refractor. They are mounted on Stanton 6B columns.

Skegness is replacing all its street lighting. Roman Bank has had 98 GEC Two-Eighty (Z8281) fluorescent lanterns installed (80W fluorescent) on GEC concrete Altus pre-stressed concrete columns. These replace gas lanterns. A decorative GEC lantern is installed in Lumley Square which takes 24 2-foot Osram 40W fluorescent tubes (it is a traditional post top lantern). North and South Parades are lit by 60 GEC Four-Forty post-top lanterns mounted on Stanton 7 columns. The GEC Z5643 lantern is used to light the towns tree-lined Group B roads: 100 have been ordered.

The last section of Westgate, Leeds, is opened. 33 Stanton 8 columns support 16 twin Siemens Edison Swan Kuiwait unitary System lanterns and 17 single lanterns. There are four 80W fluorescent tubes in each lantern.

BEDA have published a followup of A Matter Of Light Or Death which is called More Matters Of Light Or Death.

The APLE publication, Public Lighting, is 21 years old and is issued in a smart new format.

Street lighting a sound investment from a financial and well as from a safety and health point of view. It reduces road accidents, aids trffic circulation (therefore assisting productivity), increases the effectivity of the police force, curbs criminal activities and boost morale and encourages social progress.

B.S. Code Of Practise (CP 1004) - Traffic Routes requires changing (i.e. some revision and extension). Bulbs are becoming so efficient they are classed entirely out of the specification as greater mounting heights are not specified. The lighting of the new motorways, other main roads and junctions, overpasses and underpasses are new problems to overcome. "Super Group A" (for arterial routes and motorways) and "Super Group B" (for bus routes through Group B areas - for which the Carpenter Lantern was designed) have been suggested.

Ian Nairn's Outrage and Counter Attack have been published. The industry feels this is a problem with the lowest tender system.

Much of the street lighting in the UK is now over 40 years old and requires replacing.

Street lighting is debated in The House Of Lords (23rd Jan 1958). Opened by Lord Hampton:

• Attention was called to the diversity and often inadequacy of lighting on trunk and through-traffic routes in and around London and other cities.
• (i) "Much of the economic justification of motor roads lies in the 'around-the-clock' use that can be expected of them, and such roads must be made as safe by night as by day." (ii) "The cost of completing the modernisation of our entire road lighting system is through to be in the region of £6 million extra per year which is a small price to pay for the improved safety it would give our road system." - Granville Berry - "Lighting The Roads"
• There is a lack of coordination and planning between many local authorities: there were nearly 3500 lighting authorities as against 145 road authorities. In addition, 5000 Parish Councils could become lighting authorities if they decided to adopt the provisions of the Watching Act of 1833. But lighting authorities do their job well: in the last ten years, 5000 miles of road were relit.
• "The Road Research Board, on whose Street Lighting Sub-committee I also serve, has been doing much useful work in the street lighting field for some years and recent researches indicate that an accident reduction of not less than 20% can be expected to follow the introduction of improved lighting and so far as the relighting of main trunk routes is concerned, the savings accuring due to accident reduction appear to be greater than the cost of providing the lighting itself, the estimated cost of road accidents today being in the region of £170 millions." - Granville Berry

• Surely it is too early to standardise on one particular type? Until there is complete agreement on the ideal lighting for all types of road and in all conditions of weather, it would be premature to try and insist on a standardisation.
• Grants can only be paid for trunk roads. This seems a wholly inequitable system. It should not be for the ratepayers of an area to stand the whole cost of lighting improvements.
• There is no policy for the lighting of motorways. Motorways should be lit to a modern standard along their length.

• Improvement in street lighting a long term police and no quick and easy solution could be expected. It was one form of capital investment and capital had to be shared between competiting demands.
• Much new and improved lighting had been installed in the recent years.
• Highway authorities would be asked to make a survey of classified roads and to report the extent to which improvements or new street lighting was still needed.
• Power to provide street lighting was a power and not a duty. It had been suggest that street lighting should be looked after by the highway authority. Some smaller authorities could not afford Group "A" lighting on main roads which traversed their area (even with grants from the MOT and Civil Aviation).
• Steps had been taken to invite lighting authorities in the London area to a conference with a view to setting up a consultative committe, and this was the start of some form of coordination of lighting systems.

Points raised by W. Robinson in his Street Lighting Today article in Public Lighting:

• Traffic density has doubled since 1937. The current British Standard Code Of Practise was based on the earlier MOT Report of that year but hasn't significantly changed. More people are driving after dark in the summer months and the accident figures are rising.
• The 40 MPH speed limit has been introduced, and some lit roads have no speed limits. Concern raised that the BSCP assumes 30 MPH and no headlights.
• In some boroughs of London, there have been pitched battles between local protective associations and their borough councils over the installation of new street lighting. The residents have even asked to pay for the older equipment to be kept in service.
• As lamps improve, the debate between non-cut-off and cut-off lighting should be reappraised.

• Capital Charges
  • Columns and brackets
  • Lanterns
  • Lamps and associated gear for Discharge Lamps
  • Erection Costs
  • Control gear (time switch or relay unit)
  • Wiring costs
  • Capital contribution to Supply Authority (if any)

• Revenue Charges
  • Lamp renewels (and jackets for sodium lamps as necessary).
  • Tariff charges
  • Transport costs
  • Repairs
  • Cleaning
  • Painting
  • Patrolling or Scouting
  • Control
  • Administration charges

• Tungsten lamps

  Many local authorities are replacing gas sources with tungsten, mainly on economic grounds.
  In terms of older systems is highly efficient at 12 lumens per watt (but inefficient when compared to discharge lamps).
  Approximately 84% of electrical energy dissipated as heat.

  A 5% over volting increases the light output by 20% and decreases the life of the lamp by 40%.

  Light output initially 5% above the "average throughout life" figure.
  At the end of 1000 burning hours it is 5% below.

  Burning lamps other than cap up will result in the blackening of the bulb.

  The great majority of lamps burn out close to their rated life of 1000 hours.
  Lamps should conform to B.S. 161.

  Used mainly for Group "B" lighting and street bollards, speed limit signs and beacons (although 8W fluorescent tube is starting to find application here).

• Mercury lamps

  Lamp life increased to 5000 burning hours.

  MA: glass envelope loaded above 10 watts/cm of arc length.
  MB: quartz envelope loaded below 100 watts/cm of arc length.
  MC: glass envelope loaded below 10 watts/cm of arc length.

  F: Fluorescent outer bulb used.

  V,D,H,U: vertical cap up, vertical cap down, horizontal, or any position.

  A choke must be used to limit discharge current. Whilst power factor of lamp is almost unity, the choke reduces the power factor, so a capacitor is required.

  Type MA: available as 250W and 400W. Time to reach full brightness is 6 minutes. Magnetic deflecting devices have to be used for lamps burned horizontally which are not of type 'H' design. Should a lamp be switched off after a period of burning, it will not restrike until the the vapour pressure has fallen to the correct value.

  Type MB: Outer envelopes of pearled because of the arc brightness. As the lamps are similar in size to tungsten lamps, a third pin is added to base to prevent entry into an uncontrolled circuit. Developed as smaller wattage MA lamps would be very ineffecient.

  All mercury discharge bulbs are deficient in red.

  Lagging power factor of .8 to .85 is acceptable.

  Efficiency of approximately 32/39 lumens per watt.

• Colour corrected mercury lamps

  Type MAF/MBF: 3-4% of electrical energy supplied to MA/MB lamps emitted as long wave ultra violet. This can be used to stimulate fluorescent materials which emit a colour addition or complimentary to the discharge. In MA lamps, zinc cadminium sulphide powders increase the red output to 5% (from 1%) but lower the efficiency by 12%. In MB, this can be corrected to 7% red.

• Sodium lamps

  Supplied in four sizes: 45, 60, 85 and 140W.

  Have high luminous efficiency of 70 lumens per watt.

  But have serious colour limitations.

  Full efficiency varies between 10 and 20 minutes from starting.

  Must be used in the horizontal position (except for the 45W lamp).

  If mains voltage is too high or two low, premature failure will occur.

  One size of transformer is suitable for the three smaller sizes.

  The power factor of lamp and tranformer is approximately 0.3.

  The integral sodium lamp has just been introducted which gives a 10% increase in light output (140W size only).

• Fluorescent lamps

  Average life of the tube is 5000 hours.

  Have relatively high efficiency, long life and little colour distortion.

New street lighting is being installed in Chelsea. The main roads are being lit with 400 lanterns each housing three 5 ft. 80W Osram fluorescent tubes on GEC octagonal steel columns. For the main streets Three-Eighty tapered fluorescent lanterns on special arc brackets at 12.5° above the horizontal have been used. For the tree-lined Embankment, Three-Eighty cut-off lanterns supsended centrally on catenaries carried on GEC octagonal steel columns have been used.

AEI lanterns have been exported to Kuala Lumpur to light three roads. 42 Sapphire lanterns (250W MBF/U) have been used to light the two main streets with 54 Starcone lanterns (80W MBF/U) for the side street.

Fifty 140W low pressure sodium Orson lanterns from Siemens Ediswan have been exported to Wellington, New Zealand.

The old gas lighting in Newtownabbey, Belfast is being replaced. The Group 'A' scheme uses 200 Atlas Alpha 2 lanterns and 200 Alpha 4 lanterns. They will be mounted at 25 ft. on existing trolley poles and new concrete columns. The Group 'B' scheme involves 450 Beta 2 lanterns. This is the first large street lighting installation in the British Isles to use the Alpha 4 with three 4 ft. flourescent tubes. The lighting levels are well within the Code Of Practise. It allows the size of the lantern to be considered where aesthetic considerations indicate that the 5 ft. fluorescent lantern would be too large.

The Royal Burgh of Kirkcaldy, Scotland, embarks on a twelve-year conversion programme for the lighting of its roadways. In the last 12 months, 398 new columns have been erected. In some roads, they've used Stewarts And Lloyds Gb. 965 steel columns with Siemens Ediswan Kuwait lanterns; in others Concrete Utilities DNN Type 3 concrete columns with BLEECO 140 watt sodium lanterns; with Concrete Utilities Midway columns and BLEECO 60-watt sodium lanterns for the side streets.

Southport starts converting its gas street lighting. 690 AEI 150W tunsten SS51 lanterns will be installed. The centre of the town and all major roads have been fitted with SO50 lanterns.

AEI have lit Whitehouse Road, Swindon, a road passing under five low railway bridges with 19 SLX 3600 instant start Residential lanterns.

Siemens Ediswan have lit the town centre of Ballymoney, Co. Antrim, with Chester vertical wall mounting fluorescent lanterns. The main approach roads have been lit with Carpenter lanterns with important junctions lit with Kuwaits. Crawley lanterns were used for Group B lighting.

There are now 7.5 million motor vehicles on roads. The number of road casualities has increased by over 100,000 per year. The total cost of reported road accidents in Great Britain is in the region of £170 million per year. After lighting has been provided, there is a reduction in personal-injury accidents at night of about 30%.

Traffic delays are costing Britain nearly £500 million a year and the average speed in the central area of London is only 10 m.p.h. The effect of street lighting on speed and traffic capacity doesn't exceed 2.5%, but that would allow an increase of 1 m.p.h and save £30 million a year.

The cost of improving lighting in accordance with the Code Of Practice varies between £2,500 to £3,000 per mile of road (depending on the width and class of road and the lightin equipment installed).

There are no plans to light any of the new motorways being constructed (only slip roads and roundabouts to be lit). It is estimated that the cost per mile to light a motorway is £4000. The Council of the APLE have asked the MOT if an experimental installation on the Preston Bypass could be erected to get first hand experience of the lighting of motorways.

A Joint Advisory Committee is set up of 107 lighting authorities in London to co-ordinate the lighting in London. It is hoped this will lead to greater continunity and more uniform standards of lighting on the roads of Greater London.

The introduction of an experimental 40 m.p.h. speed limit for 80 miles of London's roads have prompted a review; it is suggested that the illumination levels and mounting heights should be higher.

Points from BEDA:

• Street lighting costs 7/2d. per head of the population per year and represents only 3% of local Government expenditure.
• 80% of the Metropolitan Boroughs have all-night lighting.
• 50% of County Boroughs have all-night lighting.

The first motorway (The Preston Bypass) is opened on the 5th December. However the APLE is not happy that no lighting has been provided on the motorway itself. "We are all behind the Minister in the excellent work he is doing in providing motorways in this country, byt we are anxious that they will be safe over the whole 24 hours of each day. Headlights cannot be expected to prvide safe driving at speed and the only way to ensure safety is to install continous lighting throughout their length and not only at flyovers and multi-level junctions. The extra cost involved in the lighting of our motorways would only be in the region of 1 to 2 per cent of the cost of the road itself - a negligible amount when compared with the safety and economy that it would make possible"

The London And South Eastern Section of the APLE is formed.

AEI have converted Eton's "Burning Bush" lantern from gas to fluorescent. The rest of Eton has been lit with fluorescent and colour corrected mercury discharge lighting (including Sapphire lanterns).

AEI introduce a 15-foot light-alloy aluminium street lighting column called the Leader for Group B roads. This has been made possible by a new extrusion technique operated exclusively by the company. It was designed by Jack Howe, F.R.I.B.A., F.S.I.A.

The AEI Kington lantern is introduced. It takes three five-foot 80W fluorescent lamps. It has been designed for use with the AEI Trefoil column.

The AEI Newton lantern is introduced. It takes the new Madza color-corrected 250-400W mercury lamp.

The AEI Ashby lantern is introduced. It was designed by Jack Howe, F.R.I.B.A., F.S.I.A. for use with the new Leader column.

The AEI Kirby lantern is introduced in two forms; one with the traditional refractor dome enclosed in a stippled Perspex bowl and the other with a diffusing opal Perspex bowl.

Lanterns:
Atlas are advertising the Alpha Three.
Falks show off their Beaufort range.
Phosco are highlighting their SO 140/S Enclosed Sodium lanterns.
REVO are advertising their street lighting.
Siemens Ediswan are advertising their Kuiwat Unitary System.
Wardle are advertising the remodelled Atholl lantern.

Other:
AEI are marketing the Leader column.
Concrete Utilities are marketing their concrete columns, especially the Highway X.
Holophane are advertising a range of street lighting refractors and reflectors.
Horstmann are marketing their time switches.
Hunts advertise their capacitors for lighting applications.
Metropolitan Gas Meters Ltd continue repairing gas controllers and time switches.
Poles Limited are marketing their Adastra columns.
Sangamo are advertising their time switches.
Stanton are marketing the 8 columns approved by the Council of Industrial Design.
Stewarts And Lloyds are advertising their lighting columns (specifically the Gb.825).
Venner are advertising their MSQP time switches.

BEDA are citing an accident reduction rate of 30% with good street lighting in their advertisements.

Trials of a low mounted lighting scheme is carried out by the Scottish Home Department. A length of dual carriageway near Longniddry, East Lothian (A 198) is chosen. On each side of the carriageway, 12 2x80 watt 5-foot fluorescent tube lanterns of the sort normally used for horizontal wall mounting are erected on tubular steel stands. Discomfort glare and flicker are found to be intolerable at some angles and heights. Silhouette lighting is only achievable through the use of a very carefully controlled cut-off whilst direct lighting causes problems seeing more than 20' ahead. Economically the scheme has a capital cost four or five times a conventional scheme with maintenance estimated as three to four times higher.

The Illuminating Engineering Society celebrated its golden jubilee.

The lighting of the east-west traffic route through Leeds is completed with more Kuwait style lanterns at Eastgate, Headrow and Westgate. The light output of each lantern is reduced by 50% at 11.30PM. 100 Cathay pole-top coloured lanterns are installed in shopping areas, walkways and other areas.

A new lighting scheme relighting the whole of the borough of Acton is switched on. 110 of the new REVO Sol-etern lanterns with three 80W MBF/U tubes are used to light the shopping centre whilst the remaining traffic routes are lit with 640 REVO Sol-D'Or 140W SO/H lanterns. The Group-B installation consists of 1875 REVO Post Top fluorescent lanterns mounted on REVO Council cast-iron columns together with 225 REVO C15152 60W SO/H lanterns. All are switched by Venner time switches.

AEI transfer all lamp and lighting factories of BTH, Rugby to the AEI Lamp and Lighting Co. Ltd. at Leicester. This groups all manufacturing, engineering and selling facilities under a single control. This amalgamates the lamp and lighting marketing organisation of BTH, Edison Swan and MV.

AEI supply Aberdeen Corporation with 50 Leader columns and Ashby lanterns.

Birmingham Public Works Department, under the direction of Sir Herbert J. Manzoni C.B.E. have designed a new post-top lantern for the city's new inner ring road. This will give a higher intensity of illumination than any other roadway in the UK. The lighting will be of 30,000 lumens per 100 ft. of roadway. Columns will be mounted in opposite pairs on the outer kerbs only at 100 ft. intervals. Many types of high intenstiy lighting fittings were trialled before it was decided to design a whole new unit housing three 400W MBF/U lamps. The GEC produced a prototype which has been accepted. The first order of 100 units for Hurst Street to the Market Hall has been placed with the GEC. The lanterns are mounted on steel poles at 30 ft., and the light output from each will be 36,500 lumens. The columns have special long bases to accommodate three sets of control gear.

326 GEC Z8430CM lanterns housing 400W Osram MBF/U lamps have been installed along sections of the Great West Road and Great South-West Road. Stewarts And Lloyds supplied the columns. The lanterns are spaced at 120 ft. and mounted at 25 ft. It replaces a tunsten lighting scheme.

Feltham have finished a relighting scheme started in 1956. After three trial installations are installed by the GEC (tubular fluorescent, high pressure mercury vapour and low pressure sodium vapour) in 1957, members of the council decided that all Class I and Class II roads to be lit with fluorescent tubes. The council sent out tenders for 363 lanterns to house 5 ft. 80W tubes which was accepted by the GEC. Therefore Three Eighty lanterns are installed on Stewards And Lloyds columns. Existing gas units are replaced by 97 low pressure sodium fittings (Z9465 lanterns). In March 1958, the scheme is extended by an addition 150 Three Eighty lanterns, 54 of which have a special cut-off distribution due to the proximity of the A312 to London Airport.

50 Siemens Edison Swan Carpenter lanterns are installed in Adelaide Street, Albert Road, Palatine Road and Regent Road, Blackpool. The lanterns are named after the town's Illuminations and Public Lighting Officer Harry Carpenter, M.I.E.E., F.I.E.S. They each take four 3 ft. 30W fluorescent tubes. Trials were required to determine the correct lantern height; 16 ft. 6 in. was originally trailled, but 20 ft. with a spacing of 120 ft. was found best. The lanterns were designed to meet a special need between Group A and Group B lighting.

100 Siemens Edison Swan Orson Group B lanterns with a 60W SO/H lamp have been supplied to Bootle.

After studying the Leed's Siemens Edison Swan Kuwait scheme, a major relighting of Middleton using these lanterns is planned.

69 GEC Z8387AB Three Eighty fluorescent lanterns are installed on the quays and esplanades of Guernsey. They are mounted on GEC Altus cincrete columns.

The inaugural meeting of the Lonon And South Eastern Section of the APLE is held.

The first experimental installation of the 200W SLI/H lamp is erected on the Coventry by-pass. The new Siemens Ediswan Oline lantern is used.

The Consultative Committee on the Lighting Of Traffic Routes within the London Conurbation issue an Interim Report.

Lanterns:
AEI are advertising the Amberline lantern.
Atlas are highlighting their Alpha Three and Gamma Four lanterns.
ELECO are highlighting their Silver Ray lanterns.
Holophane are advertising a range of street lighting refractors and reflectors.
Siemens-Ediswan introduce their Osprey and Oline lanterns for linear sodium lamps.

Other:
Horstmann are marketing their time switches.
Hunts advertise their capacitors for lighting applications.
Parmar are advertising their control gear.
Poles Limited are marketing their Adastra columns.
Stanton are marketing the 8G columns approved by the Council of Industrial Design.
Stewarts And Lloyds are advertising their lighting columns (specifically the Gb.995) as used in the Lanark installation.

The first 35' lighting columns in the UK are introduced in Lanark. 52 columns are installed along a ¾-mile stretch of the main Glasgow-Edinburgh road. They are manufactured by Stewarts And Lloyds and have bracket arms giving an outreach of 10'. ELECO Golden Ray 280 lanterns are fitted. (It is believed these took the unique Philips 280W SOI/H bulb which was two 140W inner tubes in a single linear bulb).

Siemens Ediswan Osprey and Oline lanterns are used to light the Coventry by-pass. They're housed on 35' columns produced by Poles Limited.

AEI Amberline lanterns are used to light the entrance to Britain's first motorway: the Thurlaston Roundabout, Dunchurch leading to the M1. However, no lighting is installed on the actual motorway itself.

An experimental installation in Coventry is increasing the lighting levels at peak hour on conjested city centre routes. This is to determine whether safety and traffic flow is improved.

The Importance Of Road Lighting to the Highway System. Talk given to the Yorkshire and Lincolnshire Branch of the Institution of Highway Engineers at Leeds in December 1959 by Granville Berry:

Administrative difficulties delaying the completion of the lighting of the road system:

1. Multiplicity of lighting authorities (over 3,500).
2. The financial inability of 75% of lighting authorities to carry out the work satisfactorily.
3. The inadequacy of the Grants to local authorities for the lighting of MOT Trunk Roads (50% only).
4. The need for the provision of lighting on Classified Roads to be included within the Improvement Grant System.

This was discussed in the House Of Commons where the administrative difficulties and the need for continuity and more uniform standards was discussed. The Minister then undertook:

• To ask Divisional Road Engineerings to make a survey of street lighting on all trunk and classified roads.
• To ask D.R.E.s to consult lighting authorities which are in large conurbations and adjacent to each other to form some local joint advisory committee to co-ordinate street lighting in the whole area.

The Joint Parliamentary Secretary, early in 1958, called together representatives of the 107 Local Authorities in the Greater London area and examined ways of achieving co-ordination in the lighting of "through" traffic roads. As a result the Consultative Committee on the Lighting Of Traffic Routes within the London Conurbation was set up, and in July it issued its Interim Report. Consideration is being given for similar committees in other parts of the country.

With the development of road transport, particularly in the last 40 years, the purpose and importance of road lighting has changed. Prior to World War I it was concerned with the lighting of footpaths in order to safeguard the individual; its importance as a means of lighting the road was unknown, and grew out the rapid increase in motor vehicles. The number of vehicles on the road is expected to double in the next 10 years. 400 miles of high-speed motorways will create new problems.

Along with the increase in traffic has gone a rise in the number of road accidents. In 1958, 293797 people were injured with 5970 killed. Unless more is done to make streets safe at night, then the rising toll will continue. The risk of death or serious injury on the roads is still might higher at night than day.

It is now well established that reductions in the order of at least 30% can be anticipated when lighting is installed.

Road accidents in 1959 cost the country £190 million, and each personal injury accident cost in the region of £500. The cost of lighting on Classified Roads is £2500 to £3000 per mile so the savings due to less accidents will generally be greater than the cost of providing lighting installations. Therefore, it is one of the quickest and cheapest form of road improvement available to local authorities. Motorway lighting may cost around £4000 per mile, but the cost of personal injury accidents is likely to be higher than Classified roads; so the cost of the installation is not likely to be fully met until traffic increases to about 25,000 vehicles per day.

Much of the economic justification of the Motorway system would depend on "round the clock" use and it is essential that motorways are made "as safe as night as by day." It is already becoming apparent from M.1. (listed as the Preston Bypass) that motorways are going to be more dangerous at night due to the greater average speeds. There will be glare from vehicles moving in the opposite direction and headlamps are not able to provide safe driving at the speeds expected.

Only a limited number of Continental and American motorways are lighted; but on the Paris Motorway (Autoroute de l'Ouest) a low-powered high-mounted lighting installation as reduced accidents by 40%; whilst higher reductions have been claimed in the USA. It would seem that lighting motor roads in urban areas of the country would reduce night accidents from 40%-50%.

The cost of installing motorway lighting at about £4000 per mile would only be 1½% of the total cost - an insignificant figure when compared with the saving of life that would result.

The recent development of high wattage linear sodium lamps is making possible increased levels of illumination with the employment of higher mounting heights and wider spacing of columns and may provide the economic solution to the problem of lighting motorways. These lamps are being used experimentally on sections of the Coventry By-Pass (200W linear sodium, mounted 35 ft., staggered formation, 200 ft. spacing between lanterns).

There are many other advantages: improved driver comfort, easier and safer overtaking, better visibility under poor weather conditions. It also improves traffic flow by discouraging drives from "hugging" the centre of the road.

There are now 1½ million street lamps in nightly use in the UK.

Tottenham Borough Council have erected 171 Atlas Alpha One lanterns on Stanton concrete columns on the Great Cambridge Road (A10), Downhills Way and Westbury Avenue. Old mercury vapour lanterns on trolleybus poles on Green Lanes, Seven Sisters Road, Lordship Lane and High Road have been replaced with 248 Atlas Alpha One lanterns on Highway "X" lighting coulmns.

AEI install 20 Teheran lanterns made by Siemens Ediswan on the new bridge over the River Karun at the Persian port of Khorramshahr. They're mounted on Stewarts And Lloyds columns.

700 Atlas Alpha Threes have been exported to Australia to illuminate the main highway between St. Kilda and Melbourne.

Poles Limited have produced a 35' Adastra street lighting column called the Curlew. The first examples have been installed on the Coventry By-Pass. These support the new Siemens Ediswan Oline lanterns which can take one or two 200W SLI/H lamps.

Ten Siemens Ediswan Cathay lanterns are installed in Winston Square shopping centre, Barry, Glamorganshire. They are mounted on timber columns (Malayan Kapur), which was selected as there would be no maintenance problems.

The GEC supplied the street lighting for the New Ferry Bypass, Birkenhead. It comprises of 97 Z9455 lanterns, each housing a 140W SOI/H lamp, on Stewarts And Lloyds GB.586 and GB.594 steel columns.

The Haddington lighting scheme received a commendation by the Civic Trust under the County Amenity Award Scheme for 1959.

Lisburn, the first town in Northern Ireland to have fluorescent street lighting, is embarking on part two of a plan to change over from filament lighting to fluorescent. Siemens Ediswan Carpenter lanterns have been used to complete the scheme. In Banbridge, Carpenter lanterns have been installed at 20' with the housing estates being lit by Crawley lanterns at 15'. Limavady's main street is being relit with Chester lanterns, with the remainder of the town being lit by Crawleys.

The first full-scale installation in Wales of lighting using the new Mazda sodium linear lamp has been completed on the Whitchurch Bypass near Cardiff. 78 Amberline lanterns are mounted at 35' on Stewarts And Lloyds Gb 1008 steel poles. The illumination level is 10,000 lumens per 100 ft. linear.

Southport is the first town in the world to have Sodium Linear street lighting with an installation of 8 AEI Amberline lanterns burning 200W SLI/H along Chapel Street. Existing columns were extended to 32½'.

140 SOI/H lanterns have been replaced by 200W SLI/H Amberline lanterns in Camden Town. Existing columns have been extended to 27'.

It is clamined that the linear sodium lamp will lead to cheaper street lighting. 31 AEI Amberline lanterns mounted at 35' and spaced at 170' intervals will light a mile of trunk road to a better standard than 44 traditional 140W lanterns (mounted at 25' and spaced at 120').

AEI supplied 37 SLX.3521 Post Top Lanterns to light the entire length of the Roker Seafront. They are mounted on ALFA Spun Concrete Columns.

Wardle announce the Aureole lantern, designed for Group A and Group B installations.

Other:
Under the chairmanship of J. M. Waldram it is decided to extend and divide the Code Of Practice into nine parts to deal with the different classifications of road lighting. They will be:

• Part 1: General Principles
• Part 2: Lighting for Traffic Routes (Group A)
• Part 3: Lighting for Lightly Trafficked Roads and Footways (Group B)
• Part 4: Lighting for Single-level Road Junctions including Roundabouts
• Part 5: Lighting for Grade-separated Junctions
• Part 6: Lighting for Bridges and Elevated Roads
• Part 7: Lighting for Underpasses and Bridged Roads
• Part 8: Lighting for Roads with Special Requirements
• Part 9: Lighting for Town and City Centres and Areas of Civic Importance
• Part 10: Lighting for Motorways (added later but never implemented?)

The 400W HPS Solorcolor lamp is demonstrated at the APLE's conference in Blackpool. Eighteen lamps in six post-top lanterns are installed outside Blackpool's North Station.

Other:
The first HPS installation in the UK is by Southend when they light their new new ring road with 54 Solorcolor lamps.

In June, the City Of London starts their relighting scheme using HPS. The lanterns used are GEC Z8426 lanterns (with modified bowl) and BLI Alpha Threes (with modified bowl). The first installation is along Moorgate, Princes Street and King William Street.

Other:
British Standards Code Of Practise (BSCP) 1004: 1967: Part 4 (Lighting for Single-level Road Junctions including Roundabouts) published.

British Standards Code Of Practise (BSCP) 1004: 1967: Part 6 (Lighting for Bridges and Elevated Roads) published.

British Standards Code Of Practise (BSCP) 1004: 1967: Part 8 (Lighting for Roads with Special Requirements) published.

British Standards Code Of Practise (BSCP) 1004: 1969: Part 9 (Lighting for Town and City Centres and Areas of Civic Importance) published.

Under the chairmanship of Harry Carpenter, its decided to review street lighting practice. Therefore revisions start on Parts 1, 2 and 3 of the specification.

British Standards Code Of Practise (BSCP) 1004: 1973: Part 1 (General Principles) is published in a revised form.

The standard makes provision for two categories of Group B road lighting: Distributor Roads (Group B8) and Access Roads (Group B5/6). Group B8 replaces the old Group A3 (1963) requirements for minor traffic routes which was excluded from the revised Part 2 (1974) as being inappropriate for all-purpose traffic routes. Group B5/6 lighting is for all otehr minor roads, such as access and residential roads.