Appendix E Williamsburg Tunnel Lighting Reports.pdf

Appendix E

Williamsburg Tunnel Lighting Reports

Calculated Lighting Design Recommendations and Modelled Photogrammetric Analysis, Williamsburg Tunnel (2021)

Memo- Tunnel Lighting Calculations (2021)

COLONIAL PARKWAY TUNNEL - WILLIAMSBURG, VIRGINIA

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Colonial Parkway Tunnel -

Williamsburg, Virginia

Calculated Lighting Design

Recommendations and Modeled

Photometric Analysis

February 10, 2021

Prepared for:

FHWA-Eastern Federal Lands Highway Division

National Park Service

Prepared by:

Mike Kalb, PE, LC, ENV SP, NCTI

Shayna Bramley, PE, LC, CEM, MIES

Matt Yablonsky, PE, NCTI

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Table of Contents

EXECUTIVE SUMMARY ......................................................................................................... 1.3

1.0 BACKGROUND ........................................................................................................... 1.4

1.1 SCOPE OF WORK ....................................................................................................... 1.4

1.2 EXISTING TUNNEL FEATURES .................................................................................. 1.4

1.3 EXISTING AND ORIGINAL TUNNEL LUMINAIRE LOCATIONS .................................. 1.5

1.4 EXISTING TUNNEL LIGHTING CONTROL SYSTEM .................................................. 1.6

1.5 EXISTING TUNNEL LIGHTING DESIGN CHARACTERISTICS ................................... 1.7

2.0 IES RECOMMENDATIONS – TUNNEL LIGHTING TOPOLOGY ................................ 2.8

2.1 TUNNEL LIGHTING TOPOLOGY ................................................................................ 2.8

2.2 TUNNEL LIGHTING TOPOLOGY - ADJUSTED ......................................................... 2.10

3.0 IES RECOMMENDATIONS – CALCULATED LUMINANCE ..................................... 3.12

3.1 CALCULATED CRITEIRIA FOR DAYTIME LUMINANCE .......................................... 3.12

3.1.1 Calculated Criteria for Daytime Threshold Zone Luminance – Step 1:

Base & Interpolated ........................................................................................ 3.12

3.1.2 Calculated Criteria for Daytime Threshold Zone Luminance – Step 2:

Adjusted .......................................................................................................... 3.14

3.1.3 Calculated Criteria for Daytime Luminance – Step 3: Preliminary ................... 3.15

3.2 CACLULATED CRITERIA FOR NIGHTTIME LUMINANCE ........................................ 3.16

4.0 TUNNEL LIGHTING PHOTOMETRIC CALCULATIONS - MODELED ...................... 4.17

4.1 LUMINAIRE SELECTION ........................................................................................... 4.17

4.2 ADDITIONAL DESIGN VARIABLES ........................................................................... 4.18

4.2.1 Light Loss Factor ............................................................................................ 4.18

4.2.2 Correlated Color Temperature (Kelvin) ........................................................... 4.19

4.2.3 Optical Distribution .......................................................................................... 4.19

4.2.4 Lumen Output ................................................................................................. 4.19

4.3 FLICKER MITIGATION .............................................................................................. 4.20

4.4 SPACING CRITERIA OF MODELED DESIGN ........................................................... 4.21

4.5 SUMMARY OF MODELED LUMINANCE LEVELS..................................................... 4.21

4.6 PROPOSED LIGHTING CONTROL SYSTEM ............................................................ 4.23

LIST OF APPENDICES

APPENDIX A – PHOTOMETRIC PLANS

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Executive Summary

Stantec prepared this report to evaluate the proposed tunnel lighting for the Colonial Parkway Tunnel in

Williamsburg, VA. The new lighting design includes 179 LED luminaires spaced throughout twelve threshold and transition zones (6-north, 6-south) to allow for a gradual eye adaptation as a driver enters and exits the tunnel. All Illuminating Engineering Society (IES) recommended luminance levels and uniformity ratios met with the new design, and a new flicker mitigation metric was also incorporated into the design.

The engineering practice of designing lighting for tunnels has undergone a significant change over the past two years. In 2018, the IES published ANSI/IES RP-8-18, Recommended Practice for Design and

Maintenance of Roadway and Parking Facility Lighting. This new Recommended Practice (RP) is an aggregate of twelve previous IES Standards, including RP-22-11, Tunnel Lighting. The new IES recommendations for tunnel lighting, concentrated in Chapter 14 of RP-8-18, have been used as the primary reference for this report.

Colonial Parkway Tunnel, located in Williamsburg, VA was created in 1941 to allow traffic to flow through the Colonial Williamsburg Historic District without disrupting the rich history above it. The existing lighting throughout the tunnel does not comply with current IES standards for illumination and safety. Stantec redesigned the lighting throughout the 1190’ long tunnel with new, low-profile, high-efficacy (lumens/watt)

LED luminaires. After preliminary design requirements were identified and calculated, the entire tunnel was modeled in 3D using AGi32, a lighting software. Luminaires, surface textures, and reflectances were incorporated into the modeled design to simulate real-world conditions.

Colonial Parkway Tunnel, located beneath the Colonial Williamsburg Historic Area.

Figure 1

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1.0 BACKGROUND

1.1 SCOPE OF WORK

Stantec is providing engineering services for a final tunnel lighting and electrical distribution design associated with the rehabilitation of the Colonial Parkway Tunnel in Williamsburg, VA. The upgraded lighting system will consist of new LED luminaires and modification of the existing electrical distribution system. In designing the lighting for the tunnel Stantec has complied with the current Illuminating Engineering Society (IES) RP-8-18, Recommended practice for Design and Maintenances of Roadway and Parking Facility Lighting guidelines for Tunnel Lighting and incorporated design preferences previously requested by the National Park Service

(NPS).

1.2 EXISTING TUNNEL FEATURES

On August 26, 2020, Stantec visited the Colonial Parkway Tunnel. With the assistance of the NPS, Stantec completed a field analysis of the existing tunnel lighting system including the 164 existing luminaire locations and electrical distribution system. According to documents provided to Stantec, the 1190’ tunnel was completed in 1941 and opened to traffic in 1949. The geographic orientation of the tunnel is primarily north and south, with a flat, zero-grade approach in each direction. The tunnel is slightly curved, and each entrance is shaded by full-grown tree canopies during non-winter months. It is formally categorized as an undivided tunnel and accommodates one lane of traffic flowing in both directions (Fig.1).

The shape of the tunnel (Fig. 2) is a horseshoe with a total width of 30’. There is a 2.5’ walkway on either side of the tunnel and each drive lane is 12.5’ wide.

The centerline height of the tunnel is 17.83’ (sign posted as 17’-8”). The posted vertical clearance is 14’-8” for the center of each drive lane and 10’-6” along the outer edge of the drive lane. The existing minimum clearance at the tunnel is sufficient to allow recreational vehicles, most buses, and some trucks to pass safely underneath, but is inadequate for larger vehicles such as multi-level buses and tractor-trailer trucks. Increasing the vertical clearance and shape of the tunnel to meet current Federal Highway Administration (FHA) standards was researched and considered in 2009, but

Figure 1. Southern Entrance of the Colonial Parkway Tunnel

Figure 2. Typical Section and Dimensions of Colonial Parkway Tunnel

US0253-PPFSS01\2026212001\submissions\70%Submission\20201218_70%Submission_Photometric Report.docx 1.5 due to the significant adverse impacts on the historic facility above the tunnel, the National Park Service determined that this would be unacceptable. The tunnel topology remains the same today as the original design completed in 1949.

The concrete walls within the tunnel have recently been pressure washed and have plans to be repainted a similar shade of white to what is on the tunnel now (Fig.3). The current FHA specification for the tunnel’s paint calls out for ‘Epoxy Single Coat Low Gloss (MPI 108) or Semi-Gloss (MPI 177), 3-4 mils dry (80-100 um dry)’. The roadway within the tunnel is a light gray concrete. There are plans to repair and maintain the surface, but there are no plans to repave it with a different surface material.

The posted speed limit of the tunnel is 35 mph and, according to a 2019 traffic study provided to Stantec, the Average Annual Daily Traffic (AADT) volume for the nearby Colonial Parkway Williamsburg Circle was estimated at 8,000 vehicles per day, and there is a potential for cyclists – in addition to vehicles – to be present.

1.3 EXISTING AND ORIGINAL TUNNEL LUMINAIRE LOCATIONS

The locations of all existing luminaires were documented during the site visit. As shown in Fig.3, the existing lighting system within the tunnel consists of two rows of 400W high-pressure sodium (HPS) luminaires, surface mounted above each lane throughout the entire tunnel length. HPS light sources are much less efficient and have a higher maintenance cost as compared to current LED technology. Based upon photometric calculations, using the current installed luminaires and their spacing, Stantec determined that the existing lighting design does not comply with current IES RP-8-18 tunnel lighting recommended design guidelines.

All original luminaire locations were also documented during the site visit. The original design, as shown in Fig. 4, incorporated three rows of luminaires along the first 170’ feet into each end of the tunnel and a

Figure 3. Photograph of Existing Tunnel

Figure 4. Colonial Tunnel lighting plans dated April 1946.

US0253-PPFSS01\2026212001\submissions\70%Submission\20201218_70%Submission_Photometric Report.docx 1.6 center row of luminaires throughout the middle of the tunnel. Faint outlines of these original locations can be seen in the ceiling in Fig. 3. These original locations had been covered up when the existing lighting system was installed as verified by Luxterra in an investigation completed in October, 2020. The NPS has requested that Stantec’s proposed lighting design revert to these original luminaire locations.

1.4 EXISTING TUNNEL LIGHTING CONTROL SYSTEM

The lighting control system for the tunnel consists of a

Tork digital time switch Model #EWZ1010 (Fig. 5), and a lighting control relay cabinet (Fig. 6) – both located in the tunnel’s electrical room. Stantec’s site visit to the tunnel was during the day, and as such, Stantec did not witness the lighting control system in action. However, per the manufacturer’s manual, the existing Tork digital switch can be programmed to turn the lights on and off via a repetitive daily schedule, or via an astronomical schedule based upon the latitude of the site.

The lighting control cabinet has three relays: a 60A relay labeled ‘Level 1’, a 30A relay labeled ‘Level 2’, and a

20A relay labeled ‘Night’. A signal from the Tork digital switch controls when each relay turns off and on. Each relay controls a series of circuit breakers on the 480Y/277V Lighting panel ‘A’ (Fig.7).

The current lighting control system does not utilize a photocell. Therefore, the system cannot compensate for real world conditions, such as dark sky during a mid-day summer thunderstorm. Also, the current luminaires and the lighting control system are not capable of dimming.

Outdoor light levels can range dramatically - 1,000fc at full daylight, 100fc on an overcast day, and 10fc at dusk.

Lastly, the current lighting system does not have any equipment, such as a generator or inverter, to provide backup up power to the lighting in case of a loss of normal power. Emergency lighting within tunnels is required by code.

Fig. 5. Tork Digital Time Switch

Fig. 6. Lighting Control Relay Cabinet

Fig. 7. Lighting Panel ‘A’

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1.5 EXISTING TUNNEL LIGHTING DESIGN CHARACTERISTICS

The importance of providing electric lighting in vehicular tunnels is to allow motorists the ability to maintain a constant speed, quickly identify potential obstacles, and safely navigate through any hazards. The recommended lighting levels identified in IES RP-8-18 for an undivided tunnel varies between daytime and nighttime and is based upon the following tunnel IES RP-8-18 design characteristics (Table 1):

Table 1. Lighitng Design Characteristics for Colonial Parkway Tunnel

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2.0 IES RECOMMENDATIONS – TUNNEL LIGHTING TOPOLOGY

2.1 TUNNEL LIGHTING TOPOLOGY

According to IES RP-8-18 Chapter 14, lighting within a tunnel shall be grouped into the following zones:

threshold, transition, interior, and exit. The threshold zone is the area within the tunnel between the portal and the beginning of the transition zone. This is the first stage of the eye’s adaptation from the daytime light level outside of the tunnel to the lower levels inside of the tunnel. The transition zone is the area between the threshold zone and the interior zone, which allows motorists to achieve appropriate eye adaptation by incrementally reducing the level of luminance required in the threshold zone to that of the tunnel interior zone. The interior zone is the area within the tunnel at the end of the transition zone in which eye adaptation is complete (Fig.8). The exit zone is only applicable to divided tunnels; Colonial Parkway is an undivided tunnel.

According to IES RP-8-18 Table 14-1, AASHTO Stopping Sight Distance (Wet Pavement) (Table 2) a tunnel with a traffic speed of 35 mph (56km/h), and a 0% grade for the approach, has a Safe Stopping Sight Distance (SSSD) of 250’. This distance was then incorporated into IES RP-8-18 Figure 14-1, The primary external and internal areas associated with and affected by tunnel lighting design (Fig.8). Based upon a viewing angle of 22° (IES recommends between 22° and 25°), the tunnel lighting topology variables were calculated (Table 3).

Figure 8. IES-RP-8-18 Figure 14-1. The primary external and internal areas associated with and affected by tunnel lighting design.

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Table 2. IES-RP-8-18 Table 14-1, AASHTO Stopping Sight Distance (Wet Pavement)

Table 3. Preliminary Calculations for the Length of Each Tunnel Lighting Zone

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2.2 TUNNEL LIGHTING TOPOLOGY - ADJUSTED

Once the base tunnel lighting topology was identified, it was then overlaid with the overall dimensions of the tunnel. For an undivided tunnel, the zones are required to start at the tunnel portal, stop halfway through the tunnel, and reverse direction. The halfway point of the tunnel is 595’. This halfway criterion creates both a north and south zone for the tunnel. Each zone will have identical distances for their threshold zone and transition zone.

According to the preliminary tunnel lighting topology the distance of the threshold zone (218’) and the transition zone (462’) totals 684’. With the halfway point of the tunnel at 595’, the transition zone will need to be cut short from 462 to 378’ and the tunnel will not have a formal interior zone.

At 35mph, a traveler would cover 51.3’ per second. The overall tunnel is 1190’ and would take a driver approximately 23.2 seconds to travel its entire length. A driver would reach the halfway point at 11.6 seconds. The approximate time a traveler will be in the actual threshold zone will be 4.3 seconds, and the time a traveler will be in the transition zone is 7.3 seconds.

The latter data was then overlaid on top of the IES RP-8-18 Figure 14-12, Recommended luminance reduction for threshold and transition zones (Fig.9). This figure demonstrates the recommended transition adaptation curve as a percentage of threshold luminance in relation to time (seconds). Utilizing this curve, both the threshold zone and transition zone were sub-divided into three new lighting zones: ThZ1, ThZ2, ThZ3, TrZ1, TrZ2, TrZ3. The final adjusted zones lengths were then calculated (Fig.10) and Table 3 was expanded to incorporate them (Table 4). The tunnel topology for both the north and south tunnel zones are identical. Refer to Appendix A for scaled site plans of the Colonial Parkway Tunnel with hatched areas indicating each zone.

Figure 9. IES RP-8-18 Figure 14-12, Recommended luminance reduction for threshold and transition zones.

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Figure 10. IES RP-8-18 Figure 14-12, Recommended luminance reduction for threshold and transition zones with calculated lengths of each zone for Colonial Parkway Tunnel.

Table 4. Adjusted Calculations for the Length of Each Tunnel Lighting Zone

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3.0 IES RECOMMENDATIONS – CALCULATED LUMINANCE

3.1 CALCULATED CRITEIRIA FOR DAYTIME LUMINANCE

3.1.1 Calculated Criteria for Daytime Threshold Zone Luminance – Step 1: Base

& Interpolated

Roadway luminance (cd/m2) is the unit of measurement used to design the lighting within a tunnel. The luminance method approximates the brightness of the road as it may appear to the driver of a vehicle.

It is explained as the total amount of light measured in candelas (cd) from all contributing luminaires, that bounces off a road surface measured in square meters (m2) toward an observer who is 4.75’ (1.45m) above the pavement surface and 272.5’ (83.07m) back from each computational point along a longitudinal line parallel to the direction of travel (Fig.11).

To calculate the base daytime maintained average pavement luminance for the threshold zone, the approach characteristics of each tunnel portal were identified. Utilizing IES RP-8-18 Figure 14-4. Open Road Tunnel; Scene 1, 2 and

3. Urban Tunnel: Scenes 4, 5, and 6.

Mountain Tunnel: Scenes 7 and 8 (Fig.12), Mountain Tunnel Scene 8 was selected to represent the tunnel’s approach in both the north and south directions (Fig.13).

Next, IES RP-8-18 Table 14-3. Preliminary Maintained Average Pavement Luminance Levels (cd/m2) in the Threshold Zone of Vehicular Tunnels (Lth) (Table 5) was used to identify the luminance level for the threshold zone in both directions. Using Mountain Tunnel, Scene 8, and a traffic speed of 40mph (64 km/h), the threshold luminance for a driver entering the tunnel travelling north is 170 cd/m2 and for a driver entering the tunnel travelling south is 140 cd/m2. However, the traffic speed of the Colonial Parkway Tunnel is 35 mph (56m/h). Linear interpolation was then used to determine the interpolated threshold luminance in both directions at the reduced 35 mph speed, which is 155 cd/m2 for a driver traveling north (Lth-N) and 125 cd/m2 for a driver traveling south (Lth-S).

Figure 11. IES RP-8-18 Figure 3-7. Geometric relationships for illuminance and luminance calculations.

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Figure 12. IES RP-8-18 Figure 14-4. Open Road Tunnel; Scene 1, 2 and 3. Urban Tunnel: Scenes 4, 5, and 6. Mountain Tunnel: Scenes 7 and 8

Table 5. IES RP-8-18 Table 14-3. Preliminary Maintained Average Pavement Luminance Levels (cd/m2) in the Threshold Zone of Vehicular Tunnels (Lth)

Figure 13. Photographs taken on Aug.26, 2020, apprximately 250’(SSSD) away from each entrance portal.

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3.1.2 Calculated Criteria for Daytime Threshold Zone Luminance – Step 2:

Adjusted

After identifying the interpolated threshold luminance in both the north and south directions, IES RP-8-18 Table 14.2. Adjustment Factors for Pavement Luminance in Threshold Zone (Lth) (Table 6) was incorporated. This table adjusts luminance levels based upon the length of the tunnel, traffic volume (AADT), whether cyclists could be present (Yes/No), the quality of daylight penetration into the tunnel at each end (Good/Poor), and the level of wall reflectance (High/Low). Per our tunnel characteristics previously identified (1190’, 8,000 AADT, cyclists present, poor daylight penetration, and a high wall reflectance) there is no adjustment factor required and the adjusted threshold luminance shall remain the same as the level identified in the interpolated calculation.

It is important to note that for bi-directional tunnels, IES RP-8-18 Table 14.2 states that supplemental daytime lighting is not needed within 23’ (7m) of both entry and exit portals. However, nighttime lighting is required for the complete length of the tunnel. The adjustment to the daytime threshold portal’s luminance has been incorporated into the final lighting control system design.

Table 6. IES RP-8-18 Table 14.2. Adjustment Factors for Pavement Luminance in Threshold Zone (Lth)

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3.1.3 Calculated Criteria for Daytime Luminance – Step 3: Preliminary

Once the base, interpolated, and adjusted lighting design criteria for the Threshold Zone is determined, the preliminary lighting design criteria for both the Threshold Zone and Transition Zone can be determined. ‘Preliminary’ luminance levels are those used as a basis of design for the lighting photometric calculations performed in AGi32. ‘Modeled’ luminance levels are those resulting from the AGi32 calculations. ‘Actual’ levels are those resulting from the final installation.

To determine the preliminary luminance levels, IES RP-8-18 Figure 14-12, Recommended luminance reduction for threshold and transition zones (Fig.10), in conjunction with the ‘Step-Down Method’ outlined in IES RP-8-18 14.6.2.2, was applied to the adjusted daytime threshold luminance shown in Fig.14.

Next, preliminary calculated luminance level averages (for each zone) was calculated, as well as statistically significant variances (Table 7). One of the reasons statistical variances were identified is to allow for nuances between different lighting manufacturers products. Modeled luminance levels (with the fixture chosen as the basis of design or approved equal) shall be below the preliminary statistical variances shown. Modeled luminance levels also need to ensure compliance with the IES’s recommended uniformity ratio tolerances for each part of the transition zone outlined in IES RP-8-18 Sec.

14.4.6 Uniformity Ratios. which are 2.0 to 1, average-to-minimum and 3.5 to 1, maximum-to-minimum.

Figure 14. IES RP-8-18 Figure 14-12, Recommended luminance reduction for threshold and transition zones with calculated preliminary average luminance of each zone (travelling north) for Colonial Parkway Tunnel.

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3.2 CACLULATED CRITERIA FOR NIGHTTIME LUMINANCE

The average maintained luminance levels of the tunnel (preliminary, modeled, and actual) will vary between daytime and nighttime due to the eye’s ability to adapt to changing light levels. During the day, a tunnel’s threshold luminance level needs to be high to allow a driver’s eye to gradually adapt from bright sunlight to the inside of a dark tunnel. During the night, a tunnel’s threshold luminance level can be significantly lower, as the eye no longer needs to adapt from bright sunlight. The luminance level criteria at night is for improved vision and safety, just like regular roadway lighting.

The IES recommends that for undivided tunnels, the tunnel’s interior zone daytime average pavement luminance is used as the nighttime average pavement luminance throughout the entire tunnel – not just the interior zone. Using the IES RP-8-18, Table 14-8, Recommended Daytime Interior Zone Average Pavement Luminance (cd/m2) (Table 8), the tunnel’s posted traffic speed of 35mph (56km/h), and average traffic flow of 8,000 vehicles per day, the nighttime luminance values are recommended to average 4 cd/m2. Interpolation between 40mph and 35mph was not calculated, as IES Roadway Lighting Committee recommended to Stantec that 4 cd/m2 remain as the minimum. For nighttime luminance levels, there are no further adjustment factors required.

It is important to note, IES RP 8-18 Section 14.4.3 states that the approach and exit roadway should have a tunnel luminance level of no less than one-third the tunnel interior level for one SSSD. Per Stantec’s

Table 7. Calculated daytime average, maintained luminance levels for both the north and south tunnel zones as well as a recommended statistical variance.

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8/26/20 field visit, it was noted that there was no street lighting installed within the SSSD of either tunnel portal. The roadway lighting approaching the tunnel from either direction falls outside of the scope of this project. However, the NPS should consider additional streetlighting outside the tunnel to ensure the approach / exit roadways maintain a minimum of (1/3) x 4 = 1-1/3 for the one SSSD existing each tunnel portal, as a separate project.

4.0 TUNNEL LIGHTING PHOTOMETRIC CALCULATIONS -

MODELED

4.1 LUMINAIRE SELECTION

The original luminaire, provided to Stantec for the Colonial Tunnel Lighting project, and to be used as the basis of design, was manufactured by Philips Lighting. In 2018, Philips Lighting’s name changed to Signify. Stantec reached out to Signify and was informed that the TubePoint line of products originally specified was out of date and no longer available in the United States. Signify recommended their Lumec TunnelView line of products, which is similar to the design and style of the original TubePoint product specified, complies with all U.S. manufacturing standards, and is currently available.

The TunnelView product line was selected as the basis of design for the photometric lighting calculations not only because of its close resemblance to the original fixture provided, but also because of its versatility and shallow profile (Fig.15). It is available in three sizes and offers: multiple lumen packages; a complete array of optical distributions; various LED color temperatures; a wide range of voltages; several lighting control options;

and numerous mounting brackets, finishes and accessories. The medium and large TunnelView products were selected for the tunnel’s modeled photometric calculations.

Alternatives will be considered for approved equals as submitted for shop drawing review.

Table 8. IES RP-8-18, Table 14-8, Recommended Daytime Interior Zone Average Pavement Luminance (cd/m2).

Figure 15. Image of Signify’s Lumec TunnelView large luminaire (TULL) on the left, medium luminaire (TULM) in the middle, and the profile for both luminaires with and without the mounting bracket.

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4.2 ADDITIONAL DESIGN VARIABLES

4.2.1 Light Loss Factor

After selecting the luminaire to be used as the basis of design, Stantec identified additional factors that affect the final calculations. These factors include Light Loss Factor (LLF), Color Temperature of the LED (Kelvin), optical distribution, and wattage.

For the total Light Loss Factor of the LED Luminaire, Stantec considered two variables: Lamp Lumen Depreciation (L70) and Luminaire Dirt Depreciation (LDD). Luminaire Ambient Temperature Factor (LATF) and ballast factor were not relevant to the application.

For Lamp Lumen Depreciation (LLD), Stantec used 0.99%, identified from the Manufacturer’s L70 Lumen Maintenance design curve at 10 years.

For Luminaire Dirt Depreciation (LDD), Colonial Parkway Tunnel is subject to considerable diesel smoke and dust as the tunnel design does not include vertical or longitudinal ventilation via mechanical systems. A new-to-the-industry LED LDD chart, IES RP-8-18 Figure 3-3, Average dirt depreciation rate as a function of age for LED luminaires with various glass or acrylic outer optics, was considered for our LED application, but was determined not suitable for two reasons. First, IES RP-8-18 Figure 3-3 was designed for interior luminaires or exterior luminaires that are exposed to natural weather conditions such as rain for self-cleaning. Our application is neither of the latter.

Second, IES RP-8-18 Figure 3-3 was designed for LED luminaires with large, exposed, molded individual acrylic optics for each LED. The proposed luminaire has a protective, flat, tempered glass, impact resistant (IKO9) lens designed to not only protect the LEDs, but also to allow for ease of cleaning, in a similar manner to typical HID luminaires.

Stantec agreed that IES RP-8-18 Figure 3-1, Luminaire dirt depreciation (LDD) factors for non-LED sources (Fig.16) was the most appropriate LDD figure to use for this project. A final LDD of 0.67 (halfway between ‘Moderate’ and a ‘Dirty’) was ultimately selected for the photometric calculations.

After numerous discussions regarding the tunnel lighting application, consensus agreed to use a total LLF of 0.66 (0.66 = LLD of .99 x LLD of .67) for the modeled lighting calculations.

Figure 16. IES RP-8-18 Figure 3-1, Luminaire dirt depreciation (LDD) factors for non-LED sources

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4.2.2 Correlated Color Temperature (Kelvin)

A correlated color temperature of 3000K was chosen for the LEDs based on client preference.

4.2.3 Optical Distribution

The optical distribution used for the photometrics was chosen to comply with the National Park Service (NPS) request to include low profile LED luminaires and – wherever possible – use original luminaire recesses throughout the tunnel. Of the eight optical tunnel distributions available for the TunnelView product line, Symmetrical Narrow, Type SN, was selected as performing the best for the modeled design (Fig. 17).

4.2.4 Lumen Output

The lighting photometric design consists of the following:

One row of luminaires along the ceiling’s centerline of the tunnel with each location having two luminaires mounted back to back.

Two rows of luminaires within 155’ of each end of the tunnel, with each row offset 6’ from the centerline.

To meet the IES RP-8-18 tunnel recommendations for average luminance and uniformity ratios throughout the various threshold and transition zones, numerous calculations iterations were performed. The goal of each iteration was to achieve IES RP 8- 18 recommendations using the original recessed spaces to the extent possible while minimizing variations from the original design.

In the end, five luminaires, each with a unique lumen output and wattage, were selected (Table 9). All five fixtures were also chosen based upon their high efficacy (>100) which maximizes luminaire performance while minimizing energy consumption. The luminaires and their configurations are listed in the Lighting Fixture Schedule below (Table 10).

Figure 17. Lumec by Signify TunnelView TULL / TULM SN Tunnel Distribution

Table 9. Luminaire Photometry

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4.3 FLICKER MITIGATION

Flicker sensations are seen when driving through spatially periodic changes in luminance. Under specific conditions, the flicker may cause discomfort, nausea, headaches, and even (in susceptible individuals) loss of consciousness. The IES recommends that in tunnels, the frequency of lights (spacing between fixtures) between 4Hz and 11Hz should be avoided, for durations longer than 20 seconds. The IES refers to this as the ‘Core Annoyance Zone for Flicker’ (Fig.18).

The Colonial Parkway Tunnel has a speed limit of 35mph, a length of 1190, and takes 23 seconds to travel through. At a speed limit of 35mph (56.3 km/h, 51.33’/sec), the core annoyance zone for flicker was identified for luminaires that are spaced between 12.83’(~4m, 4Hz) on center and 4.67’(~1.4m, 11Hz) on center, for a continuous period of 20 seconds (1,027’). The spacing of the offset luminaires near the tunnel portals may fall within the core annoyance zone for flicker, but these luminaires only extend for approximately 155’ on each side of the tunnel.

155’ equates to approximately 3 seconds, which does not violate the 20 second allowance. The existing recesses are spaced approximately 20’ on center for the remainder of the tunnel, which does not fall within the core annoyance zone for flicker. Therefore, the tunnel (as a whole) will remain in compliance with the IES recommendations for flicker.

Table 10. Lighting Fixture Schedule

Figure 18. IES RP-8-18 Figure 14-5. The core annoyance zone for flicker, and the zone (highlighted in orange) for Colonial Tunnel to avoid.

US0253-PPFSS01\2026212001\submissions\70%Submission\20201218_70%Submission_Photometric Report.docx 4.21

4.4 SPACING CRITERIA OF MODELED DESIGN

Although the distances for each north and south zone are identical, the calculated average luminance levels are not. Therefore, two additional luminaire locations were required beyond the existing recessed space locations on the North side of the tunnel, and one additional luminaire location was required on the South side of the tunnel. (See Appendix for plans for locations of luminaires located outside of original recessed spaces.)

4.5 SUMMARY OF MODELED LUMINANCE LEVELS

The IES states, in the introduction to Chapter 14 of IES RP-8-18, that their published documents are “neither intended as, nor does it establish a legal standard for, tunnel lighting systems. Its purpose is to provide recommendations for the design of new tunnel lighting systems”. Ultimately, Engineering judgement must be used to select the appropriate calculation method for each project.

For a straight tunnel, the IES recommends the luminance method. For a curved tunnel, the IES recommends the illuminance method. The Colonial Parkway Tunnel is a curved tunnel; however, the radius of the curve was small enough to maintain a minimum of 250’ safe stopping distance within a driver’s direct line of sight at all points throughout the tunnel, and can therefore be classified (for design purposes) as a straight tunnel. As the luminance method for straight tunnels is more accurate, Stantec chose to use it for the Colonial Parkway Tunnel modeled calculations.

Rather than calculate the tunnel as one, long, straight line, Stantec chose to break up the tunnel into 12 smaller, straight, 3D objects with open ends, to provide a more accurate representation of the tunnel’s actual topology. Each straight section’s length was also designed to align with the threshold and transition zones previously calculated. Stantec modeled the complete tunnel in AGi32 using the design recommendations presented throughout this report and was able to comply with all average luminance and uniformity levels for each zone. A summary of the final Daytime calculations vs. modeled Luminance levels are listed below in Table 11, the Nighttime modeled values are shown in Table 12, and the Emergency modeled values are shown in Table 13. The IES recommendation for the Daytime and Nighttime light levels was given in cd/m2, while the Emergency values were given in Foot candles.

US0253-PPFSS01\2026212001\submissions\70%Submission\20201218_70%Submission_Photometric Report.docx 4.22

Table 11. Calculated Criteria vs. Modeled average maintained luminance levels for all twelve tunnel zones.

Table 13. Emergency modeled average maintained illuminance levels for all twelve tunnel zones.

Table 12. Nighttime modeled average maintained luminance levels for all twelve tunnel zones.

US0253-PPFSS01\2026212001\submissions\70%Submission\20201218_70%Submission_Photometric Report.docx 4.23

4.6 PROPOSED LIGHTING CONTROL SYSTEM

Based upon Progress Meeting #4, the NPS has requested a new lighting control system to be installed for the tunnel lighting to increase the operating efficiency of the system. Stantec is proposing a networked lighting control system that incorporates an exterior mounted light sensor and LED luminaires with 0-10V dimming drivers. Unlike the existing astronomical timeclock system, which can only turn the lights to 100% on and off based upon the day of the year, a light sensor can identify real-world conditions and dim the proposed LED luminaires appropriately. Dimming the tunnel luminaires will not only save on annual operating costs but dimming can also extend the life of the LEDs, which reduces long-term maintenance costs. In addition, by dimming the tunnel luminaires to a precise light level based upon actual conditions outside, a safer driving environment is created. Pairing the tunnel interior lighting levels to the lighting levels outside the tunnel reduces the time needed for a driver’s eye to adapt from one environment to another.

To control the precise light levels of each luminaire, Stantec is proposing a wireless networked lighting control system. Each LED luminaire will have a wireless lighting control module pre-installed at the factory prior to shipping, simplifying the contractor’s installation. Each module will operate on wi-fi mesh network which provides communication redundancy throughout the system in the event one luminaire becomes inoperable. Each luminaire can be easily programmed on site via a dedicated laptop with dongle that provides secure access.

As agreed upon during the 1/14/21 progress meeting, the light sensor has been designed for installation over top of the existing opening on the North Portal outer wall.

Each luminaire shall be programmed to be proportionally brightened or dimmed in 10% increments between full power (Table 11) and their minimum nighttime settings (Table 12) based on preset minimum and maximum setpoints. The minimum setpoint shall be for all outdoor light level readings less than 10 Fc, and the maximum setpoint shall be for all outdoor light level readings over 200 Fc. The 10 Fc value closely follows the actual Fc lighting measurement expected within the tunnel during nighttime, while the 200 Fc value is approximately as bright as the tunnel gets during full power. To avoid extraneous dimming, the system shall be programmed so that the light sensor must read a particular Fc value for a minimum of 60 seconds before advancing any luminaire by the next 10% increment.

As shown on Sheet E08 (Proposed Nighttime and Emergency Lighting Level Setpoints), some of the higher power luminaires near the portals shut off at night, while others dim as low as 10% during nighttime mode. Some of the lower power luminaires near the tunnel midpoint never dim below 50% during nighttime mode. The minimum dim level for all of the other luminaires during nighttime mode is either

Figure 20. North Portal Entrance

Figure 19. Proposed Light Sensor

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20%, 30%, or 40%. In summary, each luminaire throughout the tunnel will dim according to one of six different dimming schedules shown on Table 14. Table 14 has been created to chart the various dimming values associated with the various minimum settings of the luminaires throughout the tunnel. As shown in Table 14, the luminaire dimming values change every time the outdoor light level changes by 20 Fc for all values between 10 Fc and 200 Fc, depending on the luminaire’s minimum setting.

During an Emergency (loss of normal power) situation, a dedicated control module, powered by the backup power lighting inverter, will notify the rest of the system that normal power has been lost and the pre-selected emergency luminaires will reset to their calculated emergency lighting level values regardless of the outdoor light level.

Stantec is also proposing an inverter be added the lighting control system to ensure there is backup power available if normal power to the system is ever lost for any reason. Code requirements dictate minimum light levels that must be maintained throughout the tunnel during an emergency to aid in tunnel evacuation, but the proposed inverter provides lights levels that exceed these minimum required values in order to help maintain driver safety during a loss of normal power as long as the tunnel remains open to traffic.

Table 14. Dimming Schedules

0 Appendix A – Photometric plans

APPENDIX A – PHOTOMETRIC PLANS

Memo

Colonial Parkway Tunnel Lighting Calculations

To: Lisa Landers From: Matthew Yablonsky

FHWA Stantec

File: Memo – Colonial Parkway Tunnel Lighting Calculations

Date: February 10, 2021

Reference: Colonial Parkway Tunnel Lighting Calculations

Purpose

This memo is a documentation of the calculations supporting the Colonial Parkway Tunnel Lighting System

Design.

Table of Contents

LOAD CALCULATIONS

CONDUIT FILL

BOX SIZING

VOLTAGE DROP

Matt Yablonsky, PE, NCTI Electrical Engineer

Direct: (646) 490-3927 matthew.yablonsky@stantec.com

Stantec

475 Fifth Avenue 12th Floor

New York NY 10017-7239

c. Michael Kalb Daniel Proctor Mike Retton Shayna Bramley

Lisa Landers

LOAD CALCULATIONS

MADE BY: MJY DATE: 2/5/2021

CHECK BY: MJK DATE: 2/8/2021

REVISED BY: MJY DATE: 2/9/2021

PAGE: 1 OF 5

PROJECT #:

PROJECT:

SUBJECT:

CIRCUIT PHASE QTY. LOAD DESCRIPTION TOTAL AMPS

1 A 2 A 460W LED 1.85 AMPS @ 277V 3.69

2 B 380W LED 1.52 AMPS @ 277V 3.05

6 D 230W LED 0.92 AMPS @ 277V 5.54

4 E 100W LED 0.40 AMPS @ 277V 1.60

0 F 50W LED 0.20 AMPS @ 277V 0.00

3 B 2 A 460W LED 1.85 AMPS @ 277V 3.69

0 B 380W LED 1.52 AMPS @ 277V 0.00

7 D 230W LED 0.92 AMPS @ 277V 6.46

2 E 100W LED 0.40 AMPS @ 277V 0.80

0 F 50W LED 0.20 AMPS @ 277V 0.00

5 C 2 A 460W LED 1.85 AMPS @ 277V 3.69

2 B 380W LED 1.52 AMPS @ 277V 3.05

5 D 230W LED 0.92 AMPS @ 277V 4.61

2 E 100W LED 0.40 AMPS @ 277V 0.80

0 F 50W LED 0.20 AMPS @ 277V 0.00

SUB-TOTAL PHASE A (THIS SHEET) 13.88A

SUB-TOTAL PHASE B (THIS SHEET) 10.95A

SUB-TOTAL PHASE C (THIS SHEET) 12.15A

NOTES:

POWER FACTOR (LUMINAIRES) = 0.9 ACCOUNTED FOR IN AMP CALCULATION

MAIN BREAKER = 200 AMP - 3 POLE BREAKER

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COLO Tunnel Lighting

Load Calculations, Main Panelboard

REVISED BY: MJY DATE: 2/9/2021

PAGE: 2 OF 5

PROJECT #:

PROJECT:

SUBJECT:

CIRCUIT PHASE QTY. LOAD DESCRIPTION TOTAL AMPS

7 A 7 A 460W LED 1.85 AMPS @ 277V 12.92

0 B 380W LED 1.52 AMPS @ 277V 0.00

0 D 230W LED 0.92 AMPS @ 277V 0.00

2 E 100W LED 0.40 AMPS @ 277V 0.80

2 F 50W LED 0.20 AMPS @ 277V 0.40

9 B 8 A 460W LED 1.85 AMPS @ 277V 14.76

0 B 380W LED 1.52 AMPS @ 277V 0.00

2 D 230W LED 0.92 AMPS @ 277V 1.85

2 E 100W LED 0.40 AMPS @ 277V 0.80

0 F 50W LED 0.20 AMPS @ 277V 0.00

11 C 6 A 460W LED 1.85 AMPS @ 277V 11.07

4 B 380W LED 1.52 AMPS @ 277V 6.10

0 D 230W LED 0.92 AMPS @ 277V 0.00

2 E 100W LED 0.40 AMPS @ 277V 0.80

0 F 50W LED 0.20 AMPS @ 277V 0.00

SUB-TOTAL PHASE A (THIS SHEET) 14.12A

SUB-TOTAL PHASE B (THIS SHEET) 17.41A

SUB-TOTAL PHASE C (THIS SHEET) 17.97A

NOTES:

POWER FACTOR (LUMINAIRES) = 0.9 ACCOUNTED FOR IN AMP CALCULATION

MAIN BREAKER = 200 AMP - 3 POLE BREAKER

COLO Tunnel Lighting

2026212001

REVISED BY: MJY DATE: 2/9/2021

PAGE: 3 OF 5

PROJECT #:

PROJECT:

SUBJECT:

CIRCUIT PHASE QTY. LOAD DESCRIPTION TOTAL AMPS

2 A 2 A 460W LED 1.85 AMPS @ 277V 3.69

0 B 380W LED 1.52 AMPS @ 277V 0.00

8 D 230W LED 0.92 AMPS @ 277V 7.38

0 E 100W LED 0.40 AMPS @ 277V 0.00

2 F 50W LED 0.20 AMPS @ 277V 0.40

4 B 2 A 460W LED 1.85 AMPS @ 277V 3.69

0 B 380W LED 1.52 AMPS @ 277V 0.00

7 D 230W LED 0.92 AMPS @ 277V 6.46

2 E 100W LED 0.40 AMPS @ 277V 0.80

0 F 50W LED 0.20 AMPS @ 277V 0.00

6 C 4 A 460W LED 1.85 AMPS @ 277V 7.38

0 B 380W LED 1.52 AMPS @ 277V 0.00

7 D 230W LED 0.92 AMPS @ 277V 6.46

0 E 100W LED 0.40 AMPS @ 277V 0.00

0 F 50W LED 0.20 AMPS @ 277V 0.00

SUB-TOTAL PHASE A (THIS SHEET) 11.47A

SUB-TOTAL PHASE B (THIS SHEET) 10.95A

SUB-TOTAL PHASE C (THIS SHEET) 13.84A

NOTES:

POWER FACTOR (LUMINAIRES) = 0.9 ACCOUNTED FOR IN AMP CALCULATION

MAIN BREAKER = 200 AMP - 3 POLE BREAKER

2026212001

REVISED BY: MJY DATE: 2/9/2021

PAGE: 4 OF 5

PROJECT #:

PROJECT:

SUBJECT:

CIRCUIT PHASE QTY. LOAD DESCRIPTION TOTAL AMPS

8 A 8 A 460W LED 1.85 AMPS @ 277V 14.76

0 B 380W LED 1.52 AMPS @ 277V 0.00

2 D 230W LED 0.92 AMPS @ 277V 1.85

2 E 100W LED 0.40 AMPS @ 277V 0.80

0 F 50W LED 0.20 AMPS @ 277V 0.00

10 B 6 A 460W LED 1.85 AMPS @ 277V 11.07

0 B 380W LED 1.52 AMPS @ 277V 0.00

2 D 230W LED 0.92 AMPS @ 277V 1.85

2 E 100W LED 0.40 AMPS @ 277V 0.80

0 F 50W LED 0.20 AMPS @ 277V 0.00

12 C 6 A 460W LED 1.85 AMPS @ 277V 11.07

2 B 380W LED 1.52 AMPS @ 277V 3.05

0 D 230W LED 0.92 AMPS @ 277V 0.00

2 E 100W LED 0.40 AMPS @ 277V 0.80

0 F 50W LED 0.20 AMPS @ 277V 0.00

13 A 10.42 AMPS @ 480 10.42

15 B 10.42 AMPS @ 480 10.42

17 C 1 - - 0.00

SUB-TOTAL PHASE A (THIS SHEET) 27.83A

SUB-TOTAL PHASE B (THIS SHEET) 24.14A

SUB-TOTAL PHASE C (THIS SHEET) 14.92A

NOTES:

POWER FACTOR (LUMINAIRES) = 0.9 ACCOUNTED FOR IN AMP CALCULATION

MAIN BREAKER = 200 AMP - 3 POLE BREAKER

5kVATransformer1

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COLO Tunnel Lighting

SPARE

REVISED BY: MJY DATE: 2/9/2021

PAGE: 5 OF 5

PROJECT #:

PROJECT:

SUBJECT:

CIRCUIT PHASE QTY. LOAD DESCRIPTION TOTAL AMPS

14 A 0 A 460W LED 1.85 AMPS @ 277V 0.00

4 B 380W LED 1.52 AMPS @ 277V 6.10

2 D 230W LED 0.92 AMPS @ 277V 1.85

4 E 100W LED 0.40 AMPS @ 277V 1.60

4 F 50W LED 0.20 AMPS @ 277V 0.80

16 B 0 A 460W LED 1.85 AMPS @ 277V 0.00

4 B 380W LED 1.52 AMPS @ 277V 6.10

2 D 230W LED 0.92 AMPS @ 277V 1.85

4 E 100W LED 0.40 AMPS @ 277V 1.60

4 F 50W LED 0.20 AMPS @ 277V 0.80

18 C 2 A 460W LED 1.85 AMPS @ 277V 3.69

2 B 380W LED 1.52 AMPS @ 277V 3.05

2 D 230W LED 0.92 AMPS @ 277V 1.85

4 E 100W LED 0.40 AMPS @ 277V 1.60

4 F 50W LED 0.20 AMPS @ 277V 0.80

SUB-TOTAL PHASE A (THIS SHEET) 10.35A

SUB-TOTAL PHASE B (THIS SHEET) 10.35A

SUB-TOTAL PHASE C (THIS SHEET) 10.99A

TOTAL PHASE A (ALL SHEETS) 77.64

TOTAL PHASE B (ALL SHEETS) 73.79

TOTAL PHASE C (ALL SHEETS) 69.88

TOTAL LOAD 221.31A

NOTES:

POWER FACTOR (LUMINAIRES) = 0.9 ACCOUNTED FOR IN AMP CALCULATION

MAIN BREAKER = 200 AMP - 3 POLE BREAKER

2026212001

CONDUIT FILL

MADE BY: MJY DATE: 1/29/2021

CHECK BY: MJK DATE: 2/1/2021

REVISED BY: MJY DATE: 2/1/2021

PAGE: 1 OF 1

PROJECT #:

PROJECT:

SUBJECT:

RUN

INTERNAL

CONDUIT

AREA

# OF WIRES AREA / WIRE

TOTAL

AREA

1 3.408

9 0.0437 0.393

** TOTAL 0.393

12%

1.363

2 3.408

9 0.0590 0.531

** TOTAL 0.531

16%

1.363

3 0.887

5 0.0243 0.122

** TOTAL 0.122

14%

0.355

4 0.887

5 0.0243 0.122

** TOTAL 0.122

14%

0.355

5 0.541 3 0.0181 0.054

** TOTAL 0.054

10%

0.216

6 0.887 3 0.0181 0.054

** TOTAL 0.054

6%

0.355

7 0.887 1 0.012 0.012

** TOTAL 0.012

1%

0.355

(South Emergency

Power)

(Power from Junction

Box to Luminaire)

(North Emergency

Power)

(South Normal Power)

(North Normal Power)

** TOTAL AREA MEETS NEC REQUIREMENTS FOR CONDUIT FILL (MAXIMUM ALLOWABLE LISTED)

*** MAX. ALLOWABLE CONDUIT FILL (40%) PER TABLE 4, CHAPTER 9 OF NATIONAL ELECTRIC CODE

1" PVC-Coated RGS 2/c #22 (STP)

FILL PERCENTAGE:

*** MAXIMUM:

(Control Module

Outside Electrical

Room - Control)

1" PVC-Coated RGS #12

FILL PERCENTAGE:

*** MAXIMUM:

* POWER WIRE TYPE IS XHHW-2 PER TABLE 5, CHAPTER 9 OF NATIONAL ELECTRIC CODE

(Control Module

Outside Electrical

Room - Power)

*** MAXIMUM:

*** MAXIMUM:

*** MAXIMUM:

*** MAXIMUM:

1" PVC-Coated RGS

1" PVC-Coated RGS

CONDUIT TYPE

#8

2" PVC-Coated RGS

2" PVC-Coated RGS

2026212001

COLO Tunnel Lighting

Conduit Fill Calculations

* WIRE SIZE

FILL PERCENTAGE:

FILL PERCENTAGE:

FILL PERCENTAGE:

FILL PERCENTAGE:

#10

#6

#10

3/4" LFMC #12

FILL PERCENTAGE:

*** MAXIMUM:

BOX SIZING

MADE BY: MJY DATE: 1/29/2021

CHECK BY: MJK DATE: 2/10/2021

REVISED BY: MJY DATE: 2/10/2021

PAGE: 1 OF 1

PROJECT #:

PROJECT:

SUBJECT:

BOX

TYPE

QTY.

VOLUME REQUIRED

PER CONDITION (IN

TOTAL

VOLUME (IN

TOTAL: 130.00

576.00

576.00

23%

TOTAL 64.50

144.00

144.00

45%

6 IN. x 6 IN. x 4 IN. BOX:

SINGLE VOLUME ALLOWANCE TO BE MADE PER TABLE 314.16(B) OF NATIONAL ELECTRIC CODE FOR EACH TYPE OF LUMINAIRE STUD OR

HICKEY PRESENT IN BOX BASED ON LARGEST CONDUCTOR PRESENT IN BOX

5 SINGLE VOLUME ALLOWANCE TO BE MADE PER TABLE 314.16(B) OF NATIONAL ELECTRIC CODE FOR PRESENCE OF GROUNDING

CONDUCTORS IN BOX BASED ON LARGEST GROUNDING CONDUCTOR PRESENT IN BOX

DOUBLE VOLUME ALLOWANCE TO BE MADE PER TABLE 314.16(B) OF NATIONAL ELECTRIC CODE FOR EACH YOKE OR STRAP PRESENT IN

BOX BASED ON LARGEST CONDUCTOR PRESENT IN BOX

*MAXIMUM:

YOKES OR STRAPS CONTAINING ONE OR MORE

DEVICES OR EQUIPMENT

0 0.00 0.00

#6 EQUIPMENT GROUNDING CONDUCTOR IS LARGEST

GROUNDING CONDUCTOR PRESENT IN BOX (Y/N)

Y 5.00 5.00

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COLO Tunnel Lighting

Box Fill Calculations

CONDITION

0.00

5.00 120.00

ONE OR MORE CLAMPS IN BOX (Y/N) Y 5.00 5.00

#6 WIRE ORIGINATING OUTSIDE BOX AND

TERMINATING OR SPLICING WITHIN BOX

#6 WIRE PASSING THROUGH BOX WITHOUT SPLICE OR

TERMINATION

0 5.00

5.00 0.00

5.00

#12 WIRE ORIGINATING OUTSIDE BOX AND

TERMINATING OR SPLICING WITHIN BOX

YOKES OR STRAPS CONTAINING ONE OR MORE

DEVICES OR EQUIPMENT

0 0.00 0.00

2 2.25 4.50

*MAXIMUM:

12 IN. x 12 IN. x 4 IN. BOX:

FILL PERCENTAGE:

0.00

#6 EQUIPMENT GROUNDING CONDUCTOR IS LARGEST

GROUNDING CONDUCTOR PRESENT IN BOX (Y/N)

Y 5.00 5.00

TYPES OF LUMINAIRE STUDS OR HICKEYS IN BOX 0 5.00

BOXES SHALL BE OF AN APPROVED SIZE TO PROVIDE FREE SPACE FOR ALL ENCLOSED CONDUCTORS

CONDUCTOR FILL SHALL BE CALCULATED USING TABLE 314.16(B) OF NATIONAL ELECTRIC CODE

SINGLE VOLUME ALLOWANCE TO BE MADE PER TABLE 314.16(B) OF NATIONAL ELECTRIC CODE FOR PRESENCE OF CLAMPS IN BOX BASED

ON LARGEST CONDUCTOR PRESENT IN BOX

#6 WIRE ORIGINATING OUTSIDE BOX AND

TERMINATING OR SPLICING WITHIN BOX

THIS CALCULATION ASSUMES NO LOOPS OR COILS OF UNBROKEN CONDUCTORS ARE PRESENT IN BOX

NOTES:

#6 WIRE PASSING THROUGH BOX WITHOUT SPLICE OR

TERMINATION

ONE…