Report on the Lighting Baseline Situation Monitoring of ... · Airport junction. PS includes Isakov...

The RA Ministry of Nature Protection

“Green Urban Lighting” UNDP-GEF/00074869 project

Report on the Lighting Baseline Situation Monitoring of the Pilot Street in Yerevan

Armen Gulkanyan Expert on Energy Efficient Lighting Market and Technologies

Karen Sargsyan Local Expert on Lighting System Audit

Artem Kharazyan Senior Local Expert on Energy Efficiency

October 2014

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CONTENT 1. Background .................................................................................................................... 3

2. Description of the pilot street in Yerevan ........................................................................ 3

3. Objective of the baseline situation monitoring ................................................................ 6

4. Selection of the monitoring methodology ........................................................................ 6

5. Development of monitoring plan and selection of monitoring parameters ...................... 6

6. Selection of monitoring sites of the pilot street ............................................................... 8

7. The street illuminance measuring device........................................................................ 9

8. Safety measures ............................................................................................................. 9

9. Street illuminance monitoring process ............................................................................ 9

10. Results of street illuminance monitoring ....................................................................... 9

11. Monitoring of pilot street light power feeding system .................................................. 15

12. Key findings and conclusions ..................................................................................... 19

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1. Background Urban lighting is a considerable source of municipal GHG emissions and one of the main items of municipal budget costs. At the same time urban lighting sector has serious potential for energy saving along with buildings and transport sectors.

In 2014 the UNDP and the Global Environmental Facility in joint cooperation with the Ministry of Nature Protection of the Republic of Armenia and the Yerevan Municipality initiated the Green Urban Lighting Project in Armenia with the overarching aim to save energy and to reduce emissions of greenhouse gases by increasing energy efficiency of municipal lighting in the cities of Armenia via implementation of municipal investment programs and national policies.

The focus of the project is on urban lighting sector, which covers all lighting installations managed and paid for by municipalities, such as lighting of streets, outside public areas, illumination of city buildings, lighting system in municipally-owned and operated buildings and facilities, and yards in residential areas.

The objective of the project is to be achieved through implementation of the following four specific activities: (i) organization of energy audits of municipal lighting systems, development of plans for energy efficient upgrades of the studied urban lighting systems and raising awareness and building capacities of the relevant target groups of stakeholders on modern energy efficient lighting technologies and solutions; (ii) implementation of pilot projects aimed at increasing energy efficiency and reliability of urban lighting systems as well as improving the quality of illumination; (iii) creation of relevant financial and institutional mechanisms for continuous application of modern energy efficient technologies in urban lighting sector, and, (iv) development and enforcement of national policy, norms and standards of energy efficient lighting.

Within the scope of the second activity a pilot street in Yerevan has been selected jointly with the Municipality of Yerevan for organization and implementation of a demonstration project to show advantages and energy/cost/emission reduction benefits of introduction of energy efficient lighting technologies.

The pilot project is aimed at: (i) full replacement of existing lighting fixtures with new energy efficient LED based fixtures along with implementation of some renovation works to ensure proper installation and operation of new fixtures, (ii) evaluation and analysis of baseline and pilot parameters e.g. illumination level of street, (iii) identification of main findings and dissemination of the achieved results of the pilot.

In order to evaluate the benefits of the pilot project, careful assessment of the existing situation (baseline parameters measurement) shall be performed to set the base for comparison of baseline parameters with the same parameters after completion of the pilot. With this purpose a monitoring team has been set consisting of the project experts as well as specialists from the Yerevan Illumination Company (CJSC under the Municipality of Yerevan responsible for development, maintenance and operation of the municipal lighting system in Yerevan).

The monitoring team carried out monitoring of baseline parameters of the selected pilot street lighting system in August 2014.

The current report describes the organization and performance of the monitoring as well as represents the main results and findings of the monitoring mission.

2. Description of the pilot street in Yerevan Pilot Street (PS) is located to the west of Yerevan in the interval from Victory Bridge to Zvartnots Airport junction. PS includes Isakov Avenue, the main street of Tairov village and the main street of Paraqar village. The total length of PS1 is approximately 9 km with section length of about 5.7 km from Victory Bridge to Argavand junction and of about 3.3 km from Argavand junction to Zvartnots airport.

PS intersects with Verfel, Bagratunyats, Sebastia, Babajanyan streets, as well as with the roads towards Noragyugh and Argavand villages.

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The picture below presents the map of the PS from Victory Bridge to Zvartnots Airport junction.

Fig. 1: Map of Pilot Street from Victory Bridge to Zvartnots Airport junction

The average width of the road is about 30 meters for the section from the Victory Bridge to Argavand junction and about 16 meters for the section from Argavand junction to the intersection Zvartnots airport1. Number of traffic lanes in each direction is 3 for the Victory Bridge to Argavand junction section and 2 for the Argavand junction to the Zvartnots airport junction section.

Along the pilot street, metal poles are installed with arms for mounting of light fixtures. In the section between Victory Bridge and Argavand junction, the average distance between the poles ranges from 41.3 to 42.3 m. However, it should be mentioned that the poles on this section of the pilot street are distributed unevenly i.e. the distance between poles varies from 20 m to 85 m. This is the result of construction of various objects (gas stations, stores, restaurants, etc.) along the road that led to removal or relocation of street lighting poles.

The poles are 10 m high. Two arms are mounted on each pole in a kink, one above the other, with an inclination to the horizon of about 15 degrees. The heights of fixture suspensions are 12 m and 11 m and arms overhang - 2.8 m and 2.4 m accordingly.

Fig. 2: Typical pattern of the section between Victory Bridge and Argavand junction

In the section from Argavand junction to Zvartnots airport junction, the average distance between the poles is the 32.3 m. The poles are 8 m high. Two arms are mounted on each pole in opposite directions with inclination to the horizon of 10 degrees.

The height of fixture suspension and arm overhang is 8.4 m and 1.1 m respectively.

The poles installed between Argavand junction and Zvartnots airport junction are accounted in the balance of Yerevan city municipality and are transferred on the gratis use rights to Yerevan

1 The actual width of the street differs for different sections of the pilot road.

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Illumination Company (YIC), while the poles installed between Victory bridge and Argavand junction are accounted in the balance of "Electric Transport" CJSC of Yerevan city municipality2.

Fig. 3: Typical street light fixtures of the section between Argavand junction and Zvartnots airport junction

Throughout PS1, fixtures of ZHKU-250 type3 are used in aluminum cases with 250W lamps of DNaT type and of mostly Chinese or Turkish origin.

In the section between Victory Bridge and Argavand junction, the fixtures installed in Soviet times and renovated in 2005 are still operated, while in the section between Argavand junction and Zvartnots airport junction, mainly Turkish fixtures are used as installed in 2007.

Fig. 4: Typical fixtures used in the street lighting system of PS1 (left: Victory bridge – Argavand junction, right: Argavand junction – Zvartnots airport junction)

Detailed information on the street lighting system of PS is shown in Table 1. Table 1: Technical parameters of the street lighting system of PS

N Parameters Unit of Measure

Victory bridge - Argavand

Argavand -Zvartnots

airport Total

1. Number of poles pcs 273 105 378 2. Number of fixtures with DNaT-250 lamps pcs 546 216 762 3. Length of distribution network km 15.1 2.6 17.7 4. Length of supply cable km 1 0.3 1.3 5. Type of power supply cable type АВВГ 4x25 6. Type of connection cable type АВВГ 4x35 and 4x50 7. The total length of the distribution network km 17.7 17.7

2 The poles are used as supports to the trolleybus lines. 3 Fixtures for sodium lamps of console type for outdoor lighting (ЖКУ).

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N Parameters Unit of Measure

Victory bridge - Argavand

Argavand -Zvartnots

airport Total

8. Number of 0.4 kV feeding transformers pcs 6 4 10 9. Average distance between the poles m 41.8 32.3 10. Height of poles m 10 8 11. Height of fixture suspension m 12/11 8.4 12. Arm overhang m 2.8/2.4 1.1 13. Diameter of arm mm 48-50 14. Allocation of poles

Along both sides of the

road, in front of each other

Along the middle of the road

15. Number of fixtures on pole pcs 2 2 In the section between Victory Bridge and Argavand junction the cable is laid overhead, and in the section between Argavand junction and Zvartnots airport junction the cable is laid underground.

Along the pilot street there are a lot of advertisement boards and bus stations, power supply of which, according to the information from YIC, is not linked to the street light power supply system.

3. Objective of the baseline situation monitoring The objective of the pilot street monitoring is to measure current values of the key parameters of the street lighting system (illumination of street, voltage and amperage of the feeding system) in order to set the base for further comparison of the baseline situation with the project situation i.e. after implementation of the pilot activities. The monitoring of baseline and project situations will help the project team to assess improvement in quality of street illumination and to evaluate energy and cost saving as well as GHG emission reduction benefits.

4. Selection of the monitoring methodology The monitoring methodology has been selected based on the section of the Standard of the Russian Federation (GOST R 54944-2012: Methods of Measuring the Illuminance) relevant to road illumination and acting in the Republic of Armenia. This section of the standard corresponds to the European Norm EN 13201-4:2003: Road lighting – Part4: Methods of measuring lighting performance.

5. Development of monitoring plan and selection of monitoring parameters The methodology described in the above mentioned standard requires measurement of Illuminance for big number of measurement points. Given that implementation of such detailed measurement procedure would require interruption of road traffic during measurement process, which was practically impossible due to importance of the road, as well as need of introduction of serious security measures, it has been decided to apply simplified approach which, on the one hand, is in line with the requirements of the standard and, on the other hand, insignificantly reduces the precision of measurement.

The principle of the proposed measurement approach requires measurement of street surface Illuminance for each of the traffic directions for the following three zones between two lighting poles: (i) along the curbside of the road, (ii) in the middle of the roadway and (iii) along the opposite edge of the road. For each of the zones street surface Illuminance level were measured between two pilot lighting poles with measurement intervals of 6 meter.

The measurement scheme with indication of above-described 3 zones and measurement points is introduced in the below drawing.

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Fig. 4: The street Illuminance level measurement scheme

The following measurement parameters were selected for measurement:

• Level of illumination (lux) of the selected sections of the pilot street surface; • Voltages (volt) of the feeding system measured in the identified distribution boxes; • Amperage (ampere) of the feeding system measured in the identified distribution boxes.

Taking into consideration the proposed measurement procedure and measurement parameters the project team developed a monitoring plan that sets sequence of activities and responsible players. The table below demonstrated key activities included in the monitoring plan. Table 2: Baseline monitoring activities and responsible actors

# Activities Responsible actors 1. To clarify (identify) power supply schemes, algorithms /

operational regimes of lighting systems, the number of electricity meters as well as sections of fixtures connections within the scope of the pilot site.

Project team in cooperation with municipal specialists

2. To identify number of fixtures relevant and not relevant to the pilot site for each connection sections.


3. To define installed power for each of the connection sections.


5. To define ratio of fixtures power to power of the whole section for each of the sections. Project team

6. To define monitoring sites based on the below conditions: • Minimum number of “irrelevant”4 connections to the

electrical grid; • Possibility of selection of closed system with direct

measurement of electricity consumption via electricity meters;

• Distance between lighting poles where measurements are to be performed shall be close to average values (i.e. 42.3 m for Victory Bridge and Argavand junction and 32.3 m for Argavand junction to Zvartnots airport junction) to ensure representativeness of the monitoring results.

• After implementation of the pilot project new fixtures have to have the similar capacity within the section and different capacity of fixtures between sections.


7. To measure illumination level of the road surface within monitoring sites in accordance with the adopted methodology based on acting standard (ГОСТ 54944-2012).


4 “Irrelevant” connections are those not include within the scope of the pilot project.

app. 6 m

Measurement points

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8. To measure voltage of the feeding system before and after measurement of illumination level for the monitoring sections as per requirements of standardized methods.


9. To calculate the illumination level for the nominal voltage as per requirements of standardized methods. Project team

10. To identify hourly electricity consumption for the monitoring section.


The plan also outlines monitoring activities to be performed after street lighting system baseline monitoring process (see table below). Table 3: Final monitoring activities and responsible actors

# Activities Responsible actors

1. To compare illumination levels before and after implementation of the pilot project for the same monitoring sites.

Project team

2. To calculate power consumed by the monitoring section with consideration of illumination level. Project team

3. To calculate changes in power consumption for the pilot street after implementation of the pilot project. Project team

4. To estimate GHG emission reduction achieved as the result of implementation of the pilot project. Project team

6. Selection of monitoring sites of the pilot street Based on the above described monitoring plan and with consideration of specific requirements to ensure correctness of measurements the project team and YIC has jointly selected the below described 5 monitoring sections5.

Section 1 - Admiral Isakov Avenue between poles 28 - 82 and 37 – 83 (according to the map) on even and odd poles accordingly. The section is connected to the Substation N1230. Connection point is pole 50. Currently two projectors 1000W each are connected to this section for illumination of Isakov Monument. However, it is planned in the near future that these two projectors will be fed from other source that is not included in the pilot. In such a way no “irrelevant” consumers will be connected to the feeding system while measurements. The section includes 52 poles (24 even and 28 odd accordingly) and 104 fixtures (48 and 56) with the total installed capacity of 29.64 kW (104 x 285 W).

Section 2 - Admiral Isakov Avenue between poles 142 - 222 and 147 - 187. The section is connected to the Substation N199. Connection point is pole 187. Currently there are no “irrelevant” consumers connected to the pilot site. The section includes 62 poles (21 even and 41 odd accordingly), 124 fixtures (42 and 82) with the total installed capacity of 35.34 kW (124 х 285 W).

Section 3 - Admiral Isakov Avenue between poles 224 - 248 and 189 - 247. The section is connected to the Substation N389. Connection point is pole 226. Currently there are no “irrelevant” consumers connected to the pilot site. The section includes 43 poles (30 even and 13 odd accordingly), 86 fixtures (60 and 26) with the total installed capacity of 24.51 kW (84 х 285 W). In addition to the mentioned poles located on the pilot street there are 17 light poles located on intersections of the pilot street with Babajanyan Street. Number of fixtures located on these poles is 34 with total installed capacity of 9.69 kWh (34 x 285 W). With consideration of these additional fixtures the total installed capacity of the section is 34.2 kW.

Section 4 - Parakar Street between poles 57 - 75. The section is connected to the Substation N1918-1. Connection point is pole 74. Currently there are no “irrelevant” consumers connected to the pilot site. The section includes 19 poles (one of the poles that has 6 fixtures is not fed from the

5 Description of 5 pilot sections is given with consideration of results of the second monitoring mentioned in Chapter 11 which allowed updating initial data on number of connected fixtures provided by YIC.

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feeding line of the studied section), 36 fixtures with the total installed capacity of 10.26 kW (36 х 285 W).

Section 5 - Parakar Street between poles 76 - 104. The section is connected to the Substation N1918-2. Connection point is pole 79. Currently there are no “irrelevant” consumers connected to the pilot site. The section includes 29 poles (each pole has two fixtures installed), 58 fixtures with the total installed capacity of 16.53 kW (60 х 285 W).

The table summarizes the description of the above mentioned 5 sections. Table 4: Summary description of 5 measurement sections

Section Number of poles

Number of fixtures

Calculated capacity, kW

Feeding substation

(SS)

The number of pole to which feeding system

is connected 1 52 104 29.64 SS 1230 50 2 62 124 35.34 SS 199 189 3 42 86 + 34 34.20 SS 389 228 4 18 36 10.26 SS 1918-1 74 5 29 58 16.53 SS 1918-2 79

7. The street illuminance measuring device In order to ensure correctness of measurements the project team has used a universal metering device MASTECH MS8209 provided by YIC.

The device has two measurement ranges: (i) up to 4000 Lux and (ii) up to 40000 Lux with tolerance of ± 5%.

Double checking of measurements was made via second lux meter UA 1010BS with tolerance of 4%. The measurement results received via both lux meters demonstrated similar result.

8. Safety measures Appropriate safety measures were takes to ensure security of the monitoring team on the road. The monitoring team members were wearing special jackets with light-reflecting strips. Special electronic blinking sign (red triangle) was installed 25 meter before the measurement zones to inform drivers on presence of the people on the road.

9. Street illuminance monitoring process Monitoring was organized in two stages. The first monitoring mission was held on 7 August 2014 from 01:00 to 02:30 and covered the three sections on Isakov Avenue, whereas, the second monitoring mission was held on 4 September 2014 from 01:00 to 02:00 and covered two sections on Parakar Steet.

Along with measurement of basic parameters the project team double-checked some of the pilot parameters i.e. width of the street and distance between pilot poles. Some selected photos from the monitoring mission are introduced on page 19.

10. Results of street illuminance monitoring The results of baseline situation monitoring of the 5 sections of the pilot street lighting system are represented in the below schemes. Explanations of the symbols on the schemes are as follows:

Red circles identify points where road surface illuminance level shall be measured;

24 Res circles with figures on right side identifies points where road surface illuminance level where possible to measure; the figure indicates the illuminance level measured at that point (e.g. 24 Lux);

Pilot light poles selected for monition process (measurement were performed for the areas bet between pilot light poles).

Section #1 (poles 61-63 / 62-64 Isakov avn.)

Average Illuminance of pavement Еav = 14.85lux

The uniformity of pavement's Illuminance distribution Еmin/Еav = 0.40



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12


Average Illuminance of pavement Еav = 15lux




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Section #4 (poles 62-63 Tairov-Argavand/Parakar)



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Section #5 (poles 99-100 Tairov-Argavand/Parakar)



The key results of the street illuminance monitoring are summarized in the table 5 and compared with the values set by the respective Norm. Table 5: Summary of the street Illuminance level monitoring results

Num

ber o

f the

m

onito

ring

sect

ion

Loca

tion

of th

e se

ctio

ns Class of

the street for the

selected section

Required level of Illuminance as per Norms

Borders of the

monitoring sections (poles)

Measurement results

Average Illuminance of the road

surface Еav, Lux

Uniformity of road

Illuminance Emin/Еav

Average Illuminance of

the road surface Еav, Lux

Uniformity of road

Illuminance Еmin/Еav

1

Isak

ov A

venu

e

А3

20 0.35

61-63 14.85 0.35

1а 62-64 14.5 0.41

2 183-185 17.94 0.39

2а 184-186 20.35 0.44

3 227-229 15 0.53

3а 226-228 15.5 0.58

4

Par

akar

St

reet

А2 62-63 16.5 0.3

5 99-100 14.5 0.4

Measurements show that Illuminance requirements set in the acting norms for the streets of classes A2 and A3 (corresponding to the pilot streets) are met only on one monitoring section (2a).

11. Monitoring of pilot street light power feeding system Simultaneously with the monitoring of the pilot street illuminance level, the specialists of YIC performed monitoring of pilot street lighting power feeding system via executing measurements of amperage and voltage at the 5 selected and agreed distribution boxes (N1230, N199, N389, N1918-1 and N 1918-2)6.

Measurements were performed via power clamp meter and voltage tester.

The ultimate purpose of the monitoring was to compare the actually measured load (amperage x voltage x cos φ7 for all three phases) of the monitored sections with the load value calculated value (installed capacity of a fixture x number of the monitored fixtures) and identify any deviations between measured and calculated values that could indicate presence of inappropriate connections, power loses or other problems.

The results received after completion of the first monitoring of the pilot street light feeding system performed by YIC team showed that here were substation deviations between measured and

6 Selection of distribution boxes for monitoring was made in close cooperation with the Yerevan Illumination Company in order to identify street lighting sections with no “inappropriate” consumers (i.e. connection not associated with the pilot street lighting system) linked and, thus, ensuring correctness of the measurements. 7 cos φ - is the cosine of the phase angle between voltage and current. This unit defines the power factor of an AC electric power system (i.e. availability of reactive component in the load) and is measured as the ratio of the active (real) power (consumed by a system for performance of useful work) to the apparent power (the voltage on an AC system multiplied by all the current that flows in it). Power factor shall be taken into consideration during evaluation because of availability of magnetic ballast in the fixtures (i.e. reactive component). For the purpose of this study cosφ is taken as 0.7 given that magnetic ballasts are used in the existing fixtures and that there is no reactive power compensation ensured in the power feeding system of the street light (http://novazavod.ru/svetilniki/55-lamps.html)

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calculated values of the load. In the table below deviations identified after the first monitoring are presented. Table 6: Summary of the results of the first monitoring of the pilot street feeding system

N Feeding box Calculated load, kW Measured load, kW Deviations

kW %

1 N1230 29.64 41.44 11.80 40%

2 N199 35.34 46.03 10.69 30%

3 N389 34.20 38.42 4.22 12%

4 N1918-1 10.26 10.72 0.46 0.01%

5 N1918-2 16.53 20.05 3.52 0.21%

The obtained results showed that street lighting system consumes more electricity that is should do as estimated8. For analysis of the yielded data, it was decided to organize two additional monitoring aimed at: (i) double-checking the number of street fixtures that are fed from the 5 target distribution boxes in order to clarify the calculated capacity of the monitored sections, and (ii) perform second measurement of amperage and voltage at the 5 target distribution boxes in order to compare measurements with the results obtained by the specialists from YIC.

The second monitoring missions were organized jointly by the project team and YIC on September 19 (checking the number of poles and fixtures) and on September 24 (power measurements).

The measurements allowed to define more precisely the number of fixtures connected to the target feeding systems (a number of “new” poles fed from the distribution boxes not reported previously were identified) and, thus, revise calculated load as well as to compare load measurements values. The results of the second monitoring are provided in the below table. Table 7: Summary of the results of the second monitoring of the pilot street feeding system

N Feeding box

Calculated load (updated), kW

Measured load Deviations (updated)

First monitoring (YIC Team)

Second monitoring (YIC and Project)

kW %

1 N1230 29.64 41.44 37.63 -3.84 9.3%

2 N199 35.34 46.03 44.60 -1.42 3.1%

3 N389 34.20 38.42 38.40 -0.02 0.05%

4 N1918-1 10.26 10.72 11.85 1.12 10.4%

5 N1918-2 16.53 20.05 20.14 0.10 0.5%

Detailed results of the both monitoring are presented in the Table 8.

Some selected photos of the second monitoring are presented on pages 20 and 21.

As it can be seen from the Table 7, the difference between results of load measurements during the first and the second monitoring are practically similar (very minor deviations which can be ignored). With this regard it is important to mention that in order to ensure correctness of measurements, the project team used its own clamp meter and voltage tester that were different from those used by YIC team.

At the same time second monitoring confirmed some deviations between measured and calculated loads (same conclusion as after the first monitoring).

Having discussed all possible technical reasons that might cause overconsumption of the electricity by the pilot street lighting system, the project team has identified the followings:

8 Noteworth, measurement of voltage and amperage gives apparent power, which consists of active and reactive components, whereas, calculated power considers only active power component of fixtures.

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• Existence of “inappropriate” connections not related to the pilot street lighting system (e.g. external advertising boards, outdoor illumination no related to the pilot streets, etc.);

• Existence of other (not reported) light fixtures that are fed from the monitored distribution boxes;

• Power loses in the feeding system i.e. underground and overhead cable system; • Power losses because of outdated ballast system.

Table 8: Detailed results of the two monitoring missions of power supply system of the 5 target sections of the pilot street

Feeding box Subgroup Phase

Voltage Amperage Capacity Measured load Deviation

between two measurements

Calculated load (updated)

Deviation between calculated and

measured loads (capacities)

(V) (A) (kW) Second monitoring

First monitoring kW kW kW

1230

1 A 218 54.5 8.32

37.63 41.44 -3.81 29.64 7.99

B 230 41.3 6.65 C 223 41.8 6.52

2 A 218 43.8 6.68 B 230 36.8 5.92 C 223 22.6 3.53

199

1 A 219 52.8 8.09

44.60 46.03 -1.42 35.34 9.26

B 218 49.6 7.57 C 219 42.7 6.55

2 A 219 56.4 8.65 B 218 49.0 7.48 C 219 40.9 6.27

389

1 A 216 39.5 5.97

38.40 38.42 -0.02 34.20 4.20

B 216 42.0 6.35 C 210 39.0 5.73

2 A 216 53.4 8.07 B 215 40.5 6.10 C 210 42.0 6.17

1918 - 1 1 A 219 22.9 3.51

11.85 10.72 1.12 10.26 1.59 B 223 24.1 3.76 C 223 29.3 4.57

1918 - 2 1 A 217 43.4 6.59

20.14 20.05 0.10 16.53 3.61 B 221 48.4 7.49 C 222 39.0 6.06

12. Key findings and conclusions The key findings and conclusions of the monitoring mission are listed below.

• Uneven distribution of lighting poles (distance between light poles varies from from 20 m to 85 m) because of construction works along the pilot street on Victory Bridge – Argavand junction section aggravates nonuniformity of the street Illuminance.

• A number of poles on Victory Bridge – Argavand junction section are surrounded with trees which crowns partially or fully shade the light emitted by fixtures, thus, reducing the level of illumination of the road surface and creating dark spots.

• A number of brackets as well as fixtures fixed to the brackets are not located under the same angles, which also leads to nonuniformity of the street Illuminance.

• Road surface Illuminance measurement in 5 pilot sections demonstrated that only one part of the one section has enough illumination and uniformity level, whereas, for the rest 4 sections there parameters do not meet the requirements of the Norm. Moreover, for the all sections where distance between poles is more than the average values these parameters shall be well below the required threshold.

• Given that deviation of voltage from the nominal value is within 5% range it is unreasonable to recalculate Illuminance level for the normative voltage level of 220 V.

• Utilization of outdated magnetic ballast system leads to increase of reactive component of apparent power. Even though YIC pays energy bills based only on active power measured by the electricity meters, nevertheless, big value of reactive power results in increase of electricity loses in feeding cables in the form of thermal radiation as well as in additional load to the electivity grid. Hence, it is recommended that on all streets where installation of LED based fixtures is not foresee, existing magnetic ballasts (with power factor (cos φ) reaching 0.55) be replaced by modern electrical ballast (with cos φ no less than 0.9) which will allow reducing consumption of reactive power and, thus, power losses in distribution as well as increasing lifetime of the light bulbs. As to pilot street where LED based fixtures will be installed the consumption of reactive power will be considerably reduced.

• Given the scope of uncertainties with identification of real reasons of overconsumption of electricity by the pilot street lighting system, it seems that application of monitoring methodology described in Chapter 11 may not provide realistic ground for evaluation of energy saving and GHG emission reduction benefits of the pilot project. Hence, it is recommended that energy saving benefits of the pilot project be evaluated via the following two ways: (i) evaluation based on the difference between capacities of old fixtures and newly installed LEV lights with consideration of annual operation time or (ii) evaluation based on data obtained from electricity metering devices installed at the target substations the feed the pilot street lighting system (electricity consumption data obtained from target substations will be extrapolated to the all pilot street lighting system). The latter approach seems to be more preferable because of accuracy and comparability of the results. In order to apply this method the project team shall carry out monitoring of electricity consumption data based on electricity meters installed in target substations. Such a monitoring can be performed in cooperation with YIC team during 1-2 hours. The achieved results shall give actual information on electricity consumption by a specific number of fixtures, providing ground for ex-post monitoring of the implemented pilot.

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Some selected photos from the street illuminance monitoring mission

Samples of nonuniformity of illumination of a pilot street section

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Some selected photos from the second monitoring of power supply system

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