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Mobile Light Tower Market Expected to Surpass $3.1 Billion by 2031

Mobile Light Tower Market Expected to Surpass $3.1 Billion by 2031 hsauer Thu, 11/17/2022 - 09:23

Mobile Light Tower Market Expected to Surpass $3.1 Billion by 2031

The global mobile light tower market, valued at $1.9 billion in 2021, is expected to reach a $3.1 billion valuation by 2031. A September 2022 report published by Allied Market Research details the causes and trends leading to the expected 5.2% compound annual growth rate from 2022 to 2031.

An increase in infrastructure projects is the leading growth factor. Construction applications led the market growth, specifically the highway, railway and bridge construction segments. Mobile light towers are essential on construction sites that lack adequate lighting and for nighttime operations. In addition, using light towers on railway, highway, roadway, sewer, power and other infrastructure projects increases worker safety and productivity.

A mobile light tower uses an array of electric lamps affixed to the top of a mast. The tower is positioned on top of a trailer, allowing easy transportation from site to site. A generator at the back of the trailer illuminates the lights using diesel, solar, battery power or hybrid methods.

The global light tower market forecast was segmented based on power source, lighting type, technology, application and region. North America accounts for the largest mobile light tower market share, followed by Europe and Asia-Pacific.

Key findings of the study based on 2021 mobile light tower data include:

  • Diesel accounted for the largest share of power sources.
  • Metal halide was the leading lighting type used.
  • The leading technology used was manual.
  • Construction was the leading application for use of mobile light towers.

The surge in demand for mobile tower lights has prompted new product development. In 2021, for example, Generac Power Systems Inc., developed an all-in-one mobile lighting tower capable of operating with diesel, battery, hybrid, external power and solar energy as a single machine.

While the effects of the COVID-19 global pandemic temporarily impacted mobile light tower market growth, the effect has subsided. Vaccine and distancing initiatives, supplemented by increased government infrastructure funding, have allowed once-halted construction operations to move forward.

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Changes in Communications Technologies Affecting Final Acceptance by AHJs

Changes in Communications Technologies Affecting Final Acceptance by AHJs cbeaty Tue, 11/22/2022 - 10:27

Changes in Communications Technologies Affecting Final Acceptance by AHJs

Every project comes with large responsibilities, and life safety fire alarm systems most often represent a small portion of the total quote for work in the building. It is most often the last system installed in the building, and the fire alarm system installation often gets overlooked in terms of technology changes and quality control.

As stated in Section 901.6.3 of the 2018 International Building Code (IBC), “Fire alarm systems required by the provisions of Section 907.2 of this code and Sections 907.2 and 907.9 of the International Fire Code shall be monitored by an approved supervising station in accordance with Section 907.6.6 of this code.”

Most likely you have been relying on your equipment supplier to ensure the fire alarm system could make the appropriate connections. However, the code and marketplace have made changes that have caused some confusion with the authorities having jurisdiction (AHJs), and systems approvals are hitting a snag due to circumstances beyond our control.

Before the breakup of AT&T, the portion of the connection from the fire alarm system to the supervising station was treated as a “black box.” The technical committee had met with AT&T and determined that the phone line connections from the fire alarm system had a 0.99999 reliability factor, and although the code had no jurisdiction regarding the connection between the fire alarm system and the supervising station, the technical committee felt confident of the connection and used a digital alarm communicator transmitter (DACT) to make the necessary connections as required by the IBC and NFPA 72, the National Fire Alarm and Signaling Code.

These connections were made over what was called (by the communications industry) plain old telephone service (POTS) through the public switched telephone network (PSTN) interconnection points.

Then the breakup of AT&T occurred. We now have communications provided by telephone and cable TV companies, and a new definition of connection to the supervising station.

We start with the NFPA 72-2022 definition of a managed facilities-based voice network (MFVN). The code defines the MFVN as “a physical facilities-based network capable of transmitting real time signals with formats unchanged that is managed, operated, and maintained by the service provider to ensure service quality and reliability from the subscriber location to the interconnection point with other MFVN peer networks or the supervising station.”

MFVN has replaced PSTN, which was used in the requirements for DACTs in Chapter 26 of NFPA 72-2022.

The Annex (A.3.3.161) in NFPA 72-2022 provides the following:

“[A] Managed facilities-based voice network service is functionally equivalent to traditional PSTN-based services provided by authorized common carriers (public utility telephone companies or local exchange carriers [LECs]) with respect to dialing, dial plan, call completion, carriage of signals and protocols, and loop voltage treatment and provides all of the following features:

  1. A loop start telephone circuit service interface.

  2. Pathway reliability that is assured by proactive management, operation, and maintenance by the MFVN provider.

  3. 8 hours of standby power supply capacity for MFVN communications equipment either located at the protected premises or field deployed. Industry standards followed by the authorized common carriers (public utility telephone companies), and the other communications service providers that operate MFVNs, specifically engineer the selection of the size of the batteries, or other permanently located standby power source, in order to provide 8 hours of standby power with a reasonable degree of accuracy. Of course, over time, abnormal ambient conditions and battery aging can always have a potentially adverse effect on battery capacity. The MFVN field-deployed equipment typically monitors the condition of the standby battery and signals potential battery failure to permit the communications service provider to take appropriate action.

  4. 24 hours of standby power supply capacity for MFVN communications equipment located at the communications service provider’s central office.

  5. Installation of network equipment at the protected premises with safeguards to prevent unauthorized access to the equipment and its connections. When providing telephone service to a new customer, MFVN providers [must] give notice to the telephone service subscriber of the need to have any connected alarm system tested by authorized fire alarm service personnel in accordance with Chapter 14 to make certain that all signal transmission features have remained operational. These features include the proper functioning of line seizure and the successful transmission of signals to the supervising station. In this way, the MFVN providers assist their new customers in complying with a testing procedure similar to that outlined in 26.2.7 for changes to providers of supervising station service. The evolution of the deployment of telephone service has moved beyond the sole use of metallic conductors connecting a telephone subscriber’s premises with the nearest telephone service provider’s control and routing point (wire center). In the last 25 years, telephone service providers have introduced a variety of technologies to transport multiple, simultaneous telephone calls over shared communication pathways. In order to facilitate the further development of the modernization of the telephone network, the authorized common carriers (public utility telephone companies) have transitioned their equipment into a managed facilities-based voice network (MFVN) capable of providing a variety of communications services in addition to the provision of traditional telephone service.

“Similarly, the evolution of digital communications technology has permitted entities other than the authorized common carriers (public utility telephone companies) to deploy robust communications networks and offer a variety of communications services, including telephone.

“These alternate service providers fall into two broad categories: those entities that have emulated the MFVN provided by the authorized common carriers and those entities that offer telephone service using means that do not offer the rigorous quality assurance, operational stability and consistent features provided by an MFVN and are not regulated by the state public utilities commission.

“The code intends to only recognize the use of the telephone network transmission of alarm, supervisory, trouble and other emergency signals by means of MFVNs.

“For example, the code intends to permit an MFVN to provide facilities-based telephone (voice) service that interfaces with the premises fire alarm or emergency signal control unit through a digital alarm communicator transmitter (DACT) using an emulated loop start telephone circuit and signaling protocols fully compatible with and equivalent to those used in public switched telephone networks. The loop-start telephone circuit and associated signaling can be provided through traditional copper wire telephone service POTS or by means of equipment that emulates the loop start telephone circuit and associated signaling and then transmits the signals over a pathway using packet switched (IP) networks or other communications methods that are part of an MFVN.

“Providers of MFVNs must have disaster recovery plans to address individual customer outages and widespread events such as tornados, ice storms, or other natural disasters, which include specific network power restoration procedures equivalent to those of traditional landline telephone services.”

The important take-away from this discussion is that the MFVN is not a part of the fire alarm system and is not listed as a fire alarm device.

The UL listing of a currently listed MFVN product on the market states that the product is a POTS replacement “that connects to LAN and 4G to provide service to all traditional analog devices. This product acts as a managed facilities-based voice network (MFVN) and is considered part of the communication infrastructure, not the fire alarm system.”

Telephone service that is not provided using a traditional POTS line or with an MFVN would not be permitted for connection to a DACT in accordance with NFPA 72, Section 26.6.4.1.

MFVN testing and coordination with the building fire alarm interface is the building owner’s responsibility to arrange and coordinate. This last requirement inevitably falls into your lap to ensure compliance.

All the above, even with the quotes from NFPA 72, proves troublesome to the AHJ, and this single issue will have an impact on the final approval of your installed fire alarm system. To ensure approval by the AHJ, make sure the MFVN provider is a public utility telephone company or an authorized (by the state public utilities commission) local exchange carrier. Additionally, conduct the necessary tests to ensure the alarm, supervisory and trouble signals are transmitted to the supervising station.

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Two Striking Urban Vehicles: The Duo and the Bento, by Mobilize

A French mobility company called Mobilize has designed a new type of vehicle from scratch. Two, actually: The Duo, an enclosed two-seater electric quadricycle, and its sibling the Bento, which ditches the back seat for a large storage box.

Both vehicles were meant to be strong urban design statements, and to not draw on outdated references. "The Duo's greatest strength is its unique design," says Jean-Philippe Salar, Mobilize's Design Director. "What we wanted for this vehicle was to avoid imitating a car. It's in effect a little spaceship, a little lunar capsule on 4 wheels."

Not being a car, the diminutive Duo can be driven by folks as young as 14 in France.

The tandem seating arrangement, rather than side-by-side, is to make the vehicle as narrow as possible, the better to slip through traffic.

The gullwing doors allow ingress and egress even in tight spaces.

The charging cable sits in a dedicated compartment in the vehicle's nose. And, surprisingly, the vehicle features an airbag for safety.

The company refers to the single-seater Bento as a micro utility vehicle; it boasts a cargo box on the back that can swallow nearly a cubic meter.

The Bento requires a proper driver's license, as its more powerful electric motor can top out at 80 km/h (50 mph). It's targeted at last-mile delivery services and tradespeople who travel with tools.

Intriguingly, the dashboard of both vehicle was inspired by an icon of 1980s urban culture: The boombox. "The design of Duo et Bento, both on the outside and inside – with its dashboard that refers to boomboxes – deliberately goes against the grain of classic automotive language," says Salar. The designers also decided not to include a screen, reckoning that most people are already carrying one these days.

Both vehicles require half the space to park as a car.

The construction of the vehicles is decidedly un-car-like: "It's based on a metal birdcage structure to which we simply glue plastic panels," says Benoit Abadie, Mobilize's Director of Engineering. "We have around 300 parts in Duo, that's 5 times less than in a normal car, which has around 1,500."

Mobilize is a subsidiary of Renault, and both vehicles are manufactured at Renault's factory in Tangiers. "It's an ISO 14001 plant that's working towards carbon neutrality," says Wafa Boujguenna, the company's Industrial Project Manager. "Duo and Bento are eco-designed vehicles, made from 40% recycled materials, battery included, and are 95% recyclable, including the battery."

The vehicles will be sold in France, Spain, Italy and the Netherlands. No word on if these will come to the U.S.

There's a great interview with the design team below, explaining what they were going for:





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Industrial Design Case Study: An Infant Car Seat by DesignThink

Dorel Juvenile is the world's leading juvenile products company. When they wanted to develop a new infant car seat, they turned to Pennsylvania-based ID firm DesignThink.

DesignThink as the Innovation Incubator for the Ultra Lightweight Maxi Cosi Coral XP

A Cold January Day in 2017
The team at DesignThink was asked to visit Dorel Juvenile Group USA to review a "Special Project". The development team at Dorel JG wasted no time introducing us to their latest infant car seat (ICS) project. They were experimenting with the idea of developing a seat that would reduce the struggles parents faced when trying to transition their baby from the car and carry their baby in the removable seat portion of the ICS. The team at DesignThink has designed several car seats over the years and we instantly recognized the unique opportunity, as well as the challenge that this project offered, and were eager and excited to get started.

Our Role as the Innovation Incubator

We partnered with Dorel to act as the innovation incubator to lead the project team through the fuzzy front-end and define the product's overall features and characteristics of use. Upon successful concept definition, the project would be positioned under the Maxi Cosi brand and ultimately transferred to the Maxi Cosi team in Europe and a European design group to carry the innovation to production.

The Problem at Hand
By removing the seat from the base that is installed in the car, parents can take the baby with them while running errands or visiting people and places. However, a problem associated with this system is that some removable seats can weigh up to 16 lbs. and the baby can weigh up to 35 lbs. for a combined arm-crushing weight of 50+lbs.!!

We established two primary goals: 1) reduce the overall weight of the seat to lighten the load, while maintaining structural integrity as to achieve a top crash test rating, and 2) develop new methods that enable parents to more easily lift the seat when moving in and out of the vehicle and when transporting the child in the seat.

Our Approach (Decades of Experience and User Understanding Put to Test)
DesignThink is one of the leading firms in car seat development having brought several seats to the market and has a long history of creating break-through innovation, but this project pushed our team in new ways. The structure for the project utilized DesignThink's simplified "DEEP" process;
Define that for which we will solve
Express possible solutions as quick thumbnail stories
Explain the "what – why – wow" related to user needs
Prototype to demonstrate the merits of the idea

How the Project Unfolded
A series of innovation workshops were hosted at our studio to enable the team to think and problem solve with product at hand. The objective was to think in the "ideal" (do not worry about cost and construction initially) and to "fail fast" (explore, evaluate, and evolve). The following provided the high-level framework for how the team identified and pursued their ideas.
Established Design Targets
Led by our usability team, along with team members from Dorel, we hosted a several day innovation workshop at our studio. We began with a collaborative defining of the design targets based on use, expectations, pain points, and opportunities, which we affinitized and moved directly into physical prototyping to address and evaluate how well the concepts improved the user experience during day-to-day interactions.
DEEP: Innovation Workshops to prototype your idea. You are encouraged to be chaotic and messy! Fail fast! Dorel made sure plenty of product was on hand to fuel the innovation.
Inutitive Carry

Enhanced Confidence

Improved Transitions

Development of Design Targets

Role-Play is the Best Way
To truly understand and empathize with users, we role-played, exploring typical use-case scenarios to inform our ideation. Placing ourselves in the same situations helps us quickly evaluate and improve our concepts.
Handle-Carry:
Evolution for improved ease when attaching the seat to the base and removing the child from the vehicle

Cradle-Carry:
Exploration to improve how parents can bond with the baby in a more natural holding position

Cross-Body Strap:
Exploration to provide alternate ways to carry the baby while reducing the effects of weight and fatigue on the parent

Iterative User Evaluation Cycle
Our early thoughts and ideas were evaluated by the team and with parents in our research lab. These ideas were then refined to strengthen the evolving direction. The learnings obtained through this method enabled the team to focus on the most meaningful directions and build their value. Listening, understanding, and empathizing allowed our team to develop new ideas in this category that were previously unexplored.

DesignThink presents the refined design direction.

A series of prototypes and user evaluations enabled us to reach a stage of concept definition for an ultra lightweight car seat that provides parents with improved ways to carry, hold, and secure their baby.

Our Results
User-Centered Insights lead to Market Defining Solutions
Having developed many juvenile products such as car seats, strollers, and highchairs, DesignThink understands the day-to-day challenges parents face, both physically and emotionally. We embarked on this project with Dorel to define a new car seat with features that take into account those challenges and offer relevant and meaningful solutions. Exploring innovation that is rooted in user insights enabled our team to quickly define those solutions and overcome technical hurdles to deliver new experiences to address real problems faced by parents when using an ICS.
Defining the Direction
As mentioned, DesignThink was hired as the innovation incubator in the fuzzy front-end to develop and define a new architecture for this seat. Our work was documented and handed off to the Maxi-Cosi team in Europe. The output of our innovation incubation became the driving framework used by the teams in Europe to create a truly meaningful and relevant solution for parents in this category.
The DesignThink team is very proud to have been selected by Dorel to play such an important "behind the scenes" role in setting the direction for, and contributing to the success of, the Maxi Cosi Coral XP.

It takes a Village to Design a Car Seat

Snapshot of the iterative concept development that led to the final product

You can see more of DesignThink's work here.





  • Design Business|Design-Business

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