Lighting Design Guidelines

2020

1. Introduction .................................................................................................................... 2
1.1 Guideline Overview ...................................................................................................... 2
1.2 When to Use This Guideline ........................................................................................ 3
1.3 Lighting Selection ........................................................................................................ 3
2. Lighting Applications....................................................................................................... 4
2.1 Rural vs. Urban Lighting............................................................................................... 4
2.2 Special Lighting Applications ....................................................................................... 5
2.2.1 Freeways, Viaducts, and Flyovers ........................................................................ 6
2.2.2 Complete Interchanges ......................................................................................... 8
2.2.3 Partial Interchanges .............................................................................................10
2.2.4 Highway Underpasses .........................................................................................12
2.2.5 Tunnels ................................................................................................................13
2.2.6 Roundabouts .......................................................................................................16
2.2.7 Unincorporated Streets ........................................................................................17
2.2.8 Pedestrian and Bicycle Pathways ........................................................................19
2.2.9 Crosswalks ..........................................................................................................21
2.2.10 CDOT Park and Ride facilities .............................................................................23
2.2.11 Rest Areas ...........................................................................................................25
2.2.12 Chain-up and Chain-down Areas .........................................................................27
2.2.13 Solar Roadway Lighting .......................................................................................29
2.2.14 Temporary Roadway Lighting ..............................................................................30
2.2.15 Temporary Construction Lighting .........................................................................32
2.2.16 Political Boundary Sign Lighting ...........................................................................33
3. Lighting Controls ...........................................................................................................35
3.1 Dimming .....................................................................................................................35
3.2 Photocontrol Receptacles and Control Nodes .............................................................35
3.3 Lighting Control Centers and Meter Power Pedestals .................................................36
4. Lighting Fundamentals ..................................................................................................37
4.1 Visibility.......................................................................................................................37
4.2 Common Luminaire Classifications .............................................................................42
4.3 BUG Ratings ...............................................................................................................42
4.4 Lighting Equipment .....................................................................................................43
4.5 Design Configurations.................................................................................................45
4.6 Pedestrian Area Classification ....................................................................................47
4.7 Calculation Parameters ...............................................................................................47
4.8 Maintenance and Economics ......................................................................................49
5. Glossary and References ..............................................................................................50
5.1 Glossary .....................................................................................................................50
5.2 References .................................................................................................................55
 Lighting Design Guidelines
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1.
1
The CDOT Lighting Design Guidelines represent the current recommended practices for roadway
lighting and includes criteria for typical applications found in the State of Colorado. It is based on
the Illuminating Engineering Society (IES) Lighting Handbook Tenth Edition, the American
National Standard Practice for Design and Maintenance of Roadway and Parking Facility Lighting
(ANSP/IES RP-8-18), and the American Association of State Highway and Transportation
Officials (AASHTO) 2005 Roadway Lighting Design Guide. The CDOT Lighting Design Guidelines
should be used in conjunction with the latest version of these references. Exceptions to these
guidelines should be thoroughly evaluated and documented in accordance with CDOT’s design
exception policies.
The guidelines were developed, prepared, and
Comments on this Design Guide may be sent to
reviewed in 2019 by Clanton and Associates,
Colorado Department of Transportation
Inc. and a team of CDOT engineers representing
Traffic and Safety Engineering Branch
all CDOT regions.
2829 W. Howard Pl.
The lighting justification listed in these guidelines Denver, Colorado 80204
are taken from the AASHTO Roadway Lighting 303-757-9654
Design Guide lighting warrants. The meeting of
AASHTO lighting warrants does not obligate the
Department to undertake a lighting project on either existing or proposed highways. The
justification for lighting should be based on conditions relating to the need for roadway lighting
and the benefits that may be derived from lighting.
These guidelines use standard US Customary units (inch-feet-mile). One exception to this format
is made when discussing candela / square meter (cd/m2), the unit of lighting luminance. The
English term for this unit, footlamberts, is no longer current in the lighting industry. While this is
inconsistent with the other US Customary units, all luminance criteria are given in cd/m2.

The purpose of roadway lighting is to improve nighttime visibility by lighting roadway conflict points,
pedestrians in crosswalks, fixed objects, or obstructions on the roadway. A good lighting system
that can improve nighttime visibility will have effective, high quality light of an appropriate quantity
 Lighting Design Guidelines
2020

with minimal glare. Effective lighting refers to the ability of the light to provide contrast between
objects and surroundings so that motorists can detect conflicts in time to take evasive action.
The roadway lighting system design is based on pavement luminance. Luminance is defined as
the amount of light reflected from a surface that the eye perceives (in cd/m2). More specifically,
pavement luminance refers to how bright the pavement appears. Luminance quantifies the visual
environment with respect to how a motorist will view it. Another metric used in roadway lighting
design is illuminance, which is defined as the amount of light that reaches a surface, in footcandles
(fc). Curving roadway sections, such as partial interchanges, are based on illuminance due to
calculation software limitations. Intersections and pedestrian pathways are also based upon
illuminance, both horizontal and vertical. Illuminance, while easy to calculate and an initial starting
point in the design process, does not quantify what a motorist sees and is not used as the lighting
criteria in most roadway applications.
In addition to providing adequate visibility, roadway lighting design must address the importance
of operation and maintenance. Typical operation and maintenance issues includes life of the light
source, durability of the luminaire, access to the luminaire due to both location and height of the
light standard, and availability of replacement parts. Some control systems can simplify the
maintenance process by providing real time analytics of the light source and luminaire along with
issuing error messages when a luminaire fails.
Chapter 4 of these guidelines offers further explanation regarding many of the lighting concepts
and terminology used throughout. Chapter 5 contains a glossary of the terms used in this
document. Refer to the current versions of the IES Lighting Handbook, ANSP/IES RP-8-18, and
the AASHTO Lighting Guide for additional information on roadway lighting design.

This guideline should be used for all CDOT owned and maintained lighting installations. For
lighting projects with CDOT oversight, the designer should first consider the lighting requirements,
both criteria and equipment, of the entity that will be owning and maintaining the lighting
equipment. If this guideline is more stringent than the controlling entity, this guideline should be
followed. For instance, if the entity has high or no glare criteria, the design should follow these
guidelines for minimizing glare. These design guidelines may also be used in the absence of
lighting criteria or lighting equipment requirements.

Any luminaire specified on a CDOT roadway project must satisfy the luminaire specifications and
LED dimmable driver specifications outlined in Section 613 and 715 of CDOT Standard
Specifications.
Coordinate with the CDOT Project Manager about CDOT’s three name specification requirements
prior to beginning the lighting design.
 Lighting Design Guidelines
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2.
2
The following application pages outline when lighting is justified, the performance criteria to meet,
and best practices to provide the designer with a starting point for the design with an overall view
of the design objectives. Special considerations for each application are also listed. Example
designs are illustrated to show how the criteria may be met for a given case; they cannot be taken
as a standard. All designs should be treated individually.
The criteria and examples assume a simple layout such as straight, horizontal stretches of
roadway. For sharp curves, steep hills, or any special case consult the latest version of the Manual
of Uniform Traffic Control Devices (MUTCD), IES Lighting Handbook, ANSP/IES RP-8-18, or
AASHTO Design Guide.

The designer should consider the ambient conditions (rural, mountainous and/or urban) of the
project area when applying the lighting criteria for a given application. The performance criteria
outlined in this guideline is appropriate for areas with minor to moderate anticipated pedestrian
activity. This guideline does not consider areas of high pedestrian activity, which would be typical
in a downtown district within a city. The city’s lighting criteria should be applied in these situations.
If the lighting application is in a rural ambient lighting environment with little or no anticipated
pedestrian activity, the designer may provide justification for deviating from the performance
criteria. Power is not available in some rural areas, making it impractical to provide electrical
service for roadway lighting. In these locations, solar or wind powered streetlights should be
considered; or if there are no anticipated pedestrians, minimal vehicular traffic, and the posted
speed is below 30 mph then lighting may not be necessary. The designer and CDOT project
manager are responsible for discussing whether lighting is needed on such stretches of roadway.

These areas typically include cities, towns, counties, residential communities, locations in the
mountains or eastern plains, and open space areas with low ambient light levels. Due to the
naturally low ambient nighttime lighting level, installing high intensity luminaires (B3-U0-G3 or
greater BUG ratings per IES TM-15-11) that output too much light for the application, or do not
meet the glare ratings, can negatively impact nighttime visibility. When the lighting application is
 Lighting Design Guidelines
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in an area with low ambient lighting levels, the designer should consider installing warmer
correlated color temperature lighting (2700K or less) with low BUG ratings (B1-U0-G2 or less) to
better integrate with existing conditions.

Urban environments typically include moderate pedestrian activity commercial areas, hospitals,
or regional transportation stops that may require increased ambient lighting levels due to the
number of pedestrians using the area. Installing insufficient lighting in these areas may decrease
nighttime visibility since objects are not properly lighted to improve object contrast which could
result in the objects blending into the background.

The following sections provide a summary for each of the given lighting applications including
lighting justification, criteria, and special considerations.
The roadway lighting criteria found in the Lighting Applications varies by street classification and
anticipated amount of pedestrian activity. Refer to Chapter 4 for a glossary of terms used in this
guideline.

2.2.1 Freeways, Viaducts, and Flyovers .................................................................................. 6

2.2.2 Complete Interchanges .................................................................................................. 8
2.2.3 Partial Interchanges.......................................................................................................10
2.2.4 Highway Underpasses...................................................................................................12
2.2.5 Tunnels .........................................................................................................................13
2.2.6 Roundabouts .................................................................................................................16
2.2.7 Unincorporated Streets..................................................................................................17
2.2.8 Pedestrian and Bicycle Pathways ..................................................................................19
2.2.9 Crosswalks ....................................................................................................................21
2.2.10 CDOT Park and Ride facilities .......................................................................................23
2.2.11 Rest Areas ....................................................................................................................25
2.2.12 Chain-up and Chain-down Areas ...................................................................................27
2.2.13 Solar Roadway Lighting .................................................................................................29
2.2.14 Temporary Roadway Lighting ........................................................................................30
2.2.15 Temporary Construction Lighting ...................................................................................32
2.2.16 Political Boundary Sign Lighting ....................................................................................33
 Lighting Design Guidelines
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Definitions
• Freeway: A divided highway with full control access.
○ Freeway A: a highway with visual complexity and high traffic volumes.
○ Freeway B: all other highways.
• Viaduct: A long bridge-like structure carrying a road across a valley or other low ground.
• Flyover: A high-level overpass built above main overpass lanes, or a bridge built over an at-
grade intersection.
When to Light
Lighting should be considered when the freeway is in or adjacent to a lighted development or city.
When adjacent lights are visible from an unlighted roadway, it can make adaptation difficult, which
may diminish nighttime visibility. Lights should be considered to improve nighttime visibility and
minimize contrast of shadows on the roadway to improve motorist navigation at night. In many
areas non-continuous partial interchange lighting is sufficient for Freeway B applications.
Continuous lighting may be justified when the following conditions exist:
• The adjacent area is substantially urban.
• The freeway is in or near a city where the present average daily traffic (ADT) is 30,000 vehicles
or more.
• There are three or more successive interchanges with an average spacing of 1.5 miles or less.
• The crossroad is lighted for at least 0.5 miles on each side of the interchange.
• Lighting is recommended on crossroad ramp terminals when there are raised channelizing
islands or when sight distance is poor.
Lighting Criteria
Lighting levels will be considered as meeting the criteria if the calculated values are within ten
percent (10%) of the criteria or do not exceed the criteria by more than two times (2x).
Freeway A Freeway B Average Maximum
Roadway
Average Luminance Average Luminance Uniformity Luminance Ratio
Type
(cd/m2) (cd/m2) (avg:min) (LVmax:Lavg)

Freeways 0.6 0.4 4 0.3

Viaducts 0.6 0.4 4 0.3
Flyovers 0.6 0.4 4 0.3

Best Practices
• Mounting height: typically, 30 to 70 feet.
○ Mid mast light standards (40 feet to 70 feet) are typically installed on large roadway
projects; these light standards are typically median mounted to light the entire roadway.
○ CDOT no longer installs high mast lights on new projects.
• Light Distribution:
○ Begin with a Type II or Type III distribution without any uplight (U0). Other distributions
may be considered depending on the roadway design and light standard location.
○ A Type IV distribution may be appropriate when light standards are set further away from
the roadway than typical, or the roadway has more than 5-lanes for traffic.
• Spacing: begin with a 6:1 spacing to mounting height ratio. Modify accordingly to meet
lighting criteria and other critical design issues.
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Special Considerations
Illuminance calculations can be used to design curves and short steep hills. The atypical section
of roadway should meet the same illuminance value as a straight section of roadway. With lighting
calculation software, the straight roadway illuminance value can be calculated at the same time
as the roadway luminance value.
• Curves typically require closer spacing of standards.
• Short steep hills may require closer spacing of standards.
• Some viaducts and flyovers may require alternative lighting solutions that limit the use of light
standards.

DESIGN EXAMPLES

Lights located on the outside edge of the

road are typically 30 to 40 feet tall.
Figure 1: Typical Freeway Design, Plan View Mid mast lights are typically 40 to 70 feet
tall and barrier mounted in the median.

Figure 2: Alternative Flyover, Plan View Figure 3: Alternative Flyover, Isometric View
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Complete interchange lighting provides relative uniform lighting within the limits of the interchange,
including: main lanes, ramp terminals, frontage roads, or crossroad intersections.
When to Light
Interchange lighting is recommended when the local government agency is willing to pay an
appreciable percentage of, or wholly finance, the lighting installation.
Complete interchange lighting should be considered when the roadway is adjacent to a lighted
development or roadway. Lights should be considered to improve nighttime visibility and minimize
contrast or shadows on the roadway to improve motorist navigation at night. Complete
interchange lighting may be justified per the following conditions:
• There are three or more successive interchanges with an average spacing of 1.5 miles.
• The adjacent area is substantially urban.
• The crossroad is lighted for at least 0.5 miles on each side of the interchange.
Lighting Criteria
Lighting levels will be considered as meeting the criteria if the calculated values are within ten
percent (10%) of the criteria or do not exceed the criteria by more than two times (2x).
Freeway A Freeway B Maximum Veiling
Roadway Average Uniformity
Average Average Luminance Ratio
Type (avg:min)
Luminance (cd/m2) Luminance (cd/m2) (LVmax:Lavg)

Complete
0.6 0.4 4 0.3
Interchanges

Best Practices
• Mounting height: typically, 30 to 70 feet.
○ Mid mast light standards (40 feet to 70 feet) are typically installed on large roadway
projects; these light standards are typically median mounted to light the entire roadway.
○ CDOT no longer installs high mast lights on new projects.
• Light Distribution: begin with a Type III distribution without any uplight (U0).
• Spacing: begin with a 5:1 spacing to mounting height ratio. Modify accordingly to meet lighting
criteria and other critical design issues.
• Light standards should follow the roadway through the interchange.
• When possible, a light standard should be placed in the gore area at off-ramps.
Special Considerations
• Lights should be located on the inside of curves to minimize potential strikes from vehicles.
• Light standards present near residential neighborhoods present greater light trespass
potential. Low backlight (B0 through B2) and low glare ratings (G2 or less) should be
considered to minimize light trespass.
 Lighting Design Guidelines
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DESIGN EXAMPLES
Figure 4: Continuous Interchange, Plan View

Lights should be located on the

inside of curves whenever possible
to minimize potential knockdowns.
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Partial interchange lighting provides illumination only on decision-making areas of roadways

including: acceleration and deceleration lanes, ramp terminals, crossroads at frontage road or
ramp intersections, or areas of nighttime hazard.
When to Light
Partial interchange lighting is recommended at all locations where a non-continuously lighted
highway is adjacent to a lighted development or roadway. Partial interchange lighting is often
sufficient for lighting Freeway B highways adjacent to local developments.

Partial interchange lighting should be considered for the following applications:

• Crossroad ramp terminals adjacent to a local development.

• Crossroad ramp terminals connecting any two of following roadway types:
○ Intersections
○ National highways
○ State highways
Lighting Criteria
Lighting levels will be considered as meeting the criteria if the calculated values are within ten
percent (10%) of the criteria or do not exceed the criteria by more than two times (2x).

R1 (Concrete) R3 (Asphalt)
Uniformity Ratio
Street Classification Average Luminance Average Luminance
(avg:min)
(cd/m2) (cd/m2)
Freeway 0.4 0.6 4
Major 0.6 0.8 4
Collector 0.4 0.6 4
Local 0.3 0.4 6

Best Practices
• Mounting height: typically, 25 to 40 feet.
• Light Distribution: begin with a Type II or Type III distribution without any uplight (U0). For
narrow interchanges a Type II distribution may perform better.
• Spacing: begin with a 5:1 spacing to mounting height ratio. Modify accordingly to meet lighting
criteria and other critical design issues.
• Two to four light standards are typically installed along cross ramp terminals
Special Considerations
• Light standards present near residential neighborhoods present greater light trespass
potential. Low backlight (B0 or B1) and low glare ratings (G1) may be required to minimize
light trespass.
• Motorists are more likely to utilize the full length of a merge/diverge lane if the lane is lighted.
Motorists are more inclined to immediately merge with traffic when the lane is not lighted.
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DESIGN EXAMPLES
Figure 5: Partial Interchange Lighting, Plan View

A light should be located in

the gore area at off-ramps.

Figure 6: Partial Interchange Lighted On-Ramp, Figure 7: Partial Interchange Lighted Off-Ramp,
Isometric View Isometric View
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When to Light
• Underpasses do not require nighttime lighting if the adjacent roadway is not lighted.
• Underpasses on lighted roadways should be lighted to the same luminance as the roadway.
• Underpasses less than 80 feet in length, do not require supplemental lighting for daytime
adaptation.
• Underpasses between 80 feet and 410 feet in length, may require supplemental lighting for
daytime adaptation. Refer to Section 2.2.5 for more information.
Lighting Criteria
Lighting levels will be considered as meeting the criteria if the calculated values are within ten
percent (10%) of the criteria or do not exceed the criteria by more than two times (2x).
Max. Veiling
Street Luminance Avg. Uniformity Max. Uniformity
Luminance Ratio
Classification Range (cd/m2) (avg:min) (max:min)
(Lvmax/Lavg)
Freeway Class A 0.6 4 6 0.3
Freeway Class B 0.4 4 6 0.3

Best Practices
• Luminaire optics or shielding should be carefully considered to avoid glare for motorists.
• Whenever possible the lights should be located above the shoulder on the outside edge of
the roadway to minimize traffic impacts, due to lane closure, when the luminaire is maintained.
• Controls should be installed such that all underpass lights turn on and off at the same time.
Special Considerations
• Most underpasses do not require lighting if the roadway light standards are adequately spaced
and light the pavement beneath the underpass.
○ For shorter underpasses, it may be possible to locate the roadway luminaires such that
sufficient light shines into the underpass without the bridge shadowing the roadway.
○ For longer underpasses, it will be necessary to install wall or ceiling mounted luminaires.
○ Use lighting calculation software to confirm whether adjacent streetlights sufficiently
illuminate the underpass or if additional underpass lights are needed.
• When the length to height ratio of an underpass exceeds approximately 6:1, it should be
evaluated for the need for additional daylight illumination. Refer to Section 2.2.5 Tunnels for
additional information on short tunnels (underpasses with a length greater than 80 feet).

DESIGN EXAMPLES
Figure 8: Highway Underpass, Plan View Figure 9: Highway Underpass, Isometric View
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The term “tunnel” means an enclosure roadway for motor vehicle traffic with vehicle access limited
to portals, regardless of the type of structure or method of construction, that requires, based on
the owner’s determination, special design considerations that may include lighting, ventilation, fire
protection systems, and emergency egress capacity.
Long tunnel structures with limited daylight penetration reduce motorists’ ability to adapt to lower
light levels during the daytime, within the structure. For this reason, daytime and nighttime lighting
should be considered for any tunnel greater than 150 feet in length. Daytime and nighttime lighting
is required for any tunnel greater than 410 feet in length.
Refer to ANSI/IES RP-8-18 Chapter 14: Tunnel Lighting for information on how to design the
lighting system for tunnels greater than 80 feet in length.
When to Light
The type of tunnel lighting system upgrade is to be confirmed by the CDOT Project Manager.
• Existing lighting system upgrades:
○ Minor upgrades do not need to follow these guidelines.
○ Major upgrades may not need to follow these guidelines.
○ Replacement of existing lighting system should follow these guidelines.
• Condition based replacements shall refer to the CDOT Bridge Inspection – National Tunnel
Inspection Specification (NTIS) Inventory for information on the lighting system condition.
• Tunnel lighting rebates may justify a lighting upgrade.
Criteria
Tunnels have both daytime and nighttime lighting criteria; refer to ANSI/IES RP-8-18 Chapter 14:
Tunnel Lighting for complete design criteria. Apply the Lseq method to determine the appropriate
pavement luminance.
Factors influencing lighting design criteria include:
• Bi-directional (undivided) or divided tunnel traffic direction. Confirm with the CDOT Project
Manager to see if a bi-directional lighting design is necessary for tunnel maintenance bore
closures.
• AASHTO Stopping Sight Distance varies by speed and roadway grade.
• Threshold zone lighting criteria is dependent on the:
○ Tunnel portal solar orientation and surrounding geometry.
○ Tunnel length, traffic volume, wall reflectance, daylight penetration, and visibility of the
portal.
• The ratio between the average illuminances of the pavement and wall should not exceed 2.5:1.
• The luminaire shall be tested per, and meet, the following requirements:
Tunnel Luminaire Requirements
Correlated color temperature (CCT) 4000K within the tunnel
Salt spray test per ASTM B117 1000 hours, minimum
Vibration rating per ANSI C136.31 3G
IP rating per IEC 60598 IP66
Ambient operation temperature -40°C to +40°C
Photometric testing IES LM-79 and IES LM-80
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• Refer to NFPA 502 for emergency lighting considerations. Since NFPA has not been officially
adopted by the State of Colorado, at this time, consult with the CDOT Project Manager to
determine which measures in NFPA 502 will be applied to the tunnel.
Best Practices
• The tunnel preliminary design documents should include an evaluation of the existing
conditions of the tunnel elements associated with the tunnel systems (luminaires, conduit,
electrical wiring, lighting control system, etc.).
• On-site tunnel measurements should be taken per IES LM-71-14 Photometric Measurement
of Tunnel Lighting Installations.
• Tunnel Maintenance and Operations should be consulted about:
○ The tunnel cleaning schedule,
○ The existing lighting system utility costs, and
○ Desires for adding assets to the inventory.
• Avoid flicker and luminaire frequency between the range of 4 Hz to 11 Hz per the frequency
analysis based on the luminaire spacing and design speed.
• The tunnel pavement and wall lighting levels should be calculated using AGi32 or equivalent
lighting calculation software.
• Refer to the International Commission on Illumination (CIE) Guide for the Lighting of Road
Tunnels and Underpasses, 2nd Edition for additional information on tunnel lighting systems.
Special Considerations
• Luminaire maintenance is especially difficult in tunnels. Consult with the Project Manager and
Tunnel Maintenance and Operations to determine where new hardware should be installed in
the tunnel for future ease of maintenance.
• CDOT maintenance store rooms should be notified of new tunnel luminaire stock.
• Coordinate with the CDOT Project Manager about CDOT’s three name specification
requirements prior to beginning the lighting design.
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DESIGN EXAMPLES
Figure 10: Daytime Tunnel, Plan View (Bi-directional Bore)

Adaptation Zone Threshold Zone Transition Zone Interior Zone

Figure 11: Nighttime Tunnel, Plan View (Bi-directional Bore)

The entire tunnel should be lighted to the Interior Zone lighting

level, but no more than 3x the approach roadway lighting level.

Figure 12: Daytime Tunnel, Isometric View (Bi-directional Bore)

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When to Light
• Lighting should be considered at all roundabouts with pedestrian usage and adjacent
electrical service.
• See ANSI/IES RP-8-18 Chapter 12 for additional roundabout design information.
• See Section 2.2.9 for information about lighting crosswalks.
Lighting Criteria
Lighting levels will be considered as meeting the criteria if the calculated values are within ten
percent (10%) of the criteria or do not exceed the criteria by more than two times (2x).
Average Illuminance with Average Illuminance with
Uniformity
Intersecting Roads minimal pedestrian activity anticipated pedestrian activity
(avg:min)
(fc) (fc)
Major/Major 1.7 2.4 3
Major/Collector 1.4 2.0 3
Major/Local 1.2 1.9 3
Collector/Collector 1.1 1.7 4
Collector/Local 0.9 1.5 4
Local/Local 0.7 1.3 6

Best Practices
• Light standards should not be located in the center of the roundabout.
• Locate light standards on the approach side of each entry such that the maximum amount of
vertical light falls on vehicles entering the roundabout and on crosswalks when present.
• Approach lighting should be considered for a minimum of 400 feet in front of the roundabout.
• Light standards should be located at least 4 feet (6 feet is preferred) away from the front edge
of the curb to minimize the chance of the pole being struck by a vehicle.
Special Considerations
• Lighted features in the center of the roundabout may increase the ambient brightness. Care
must be given to not cause glare for any of the motorists.

DESIGN EXAMPLES
Figure 13: Roundabout, Plan View Figure 14: Roundabout, Isometric View

If crosswalks are present, position

the light standard between the
crosswalk and oncoming traffic.
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Any roadway lighting within the jurisdictional boundary of a municipality or metropolitan “metro”
district governed by the county is the responsibility of the municipality or metro district. The
responsible agency’s guidelines should be used. Refer to CDOT’s jurisdictional boundary
agreements for more information.
Unincorporated areas that fall under CDOT’s jurisdiction should meet the requirements listed in
these guidelines.
When to Light
Lighting should be considered if any of the following conditions exist:
• The local development/ government is willing to maintain and/or finance the lighting
installation.
• Posted speed limits are equal to or greater than 30 mph.
• The roadway design includes conflict points such as merge or diverge lanes, roundabouts,
intersections, or crosswalks.
Lighting Criteria
Lighting levels will be considered as meeting the criteria if the calculated values are within ten
percent (10%) of the criteria or do not exceed the criteria by more than two times (2x).
Average Luminance Average Luminance
Average Maximum Veiling
Street with minimal with anticipated
Uniformity Luminance Ratio
Classification pedestrian activity pedestrian activity
(avg:min) (Lvmax/Lavg)
(cd/m2) (cd/m2)
Major 0.6 0.9 4 0.3
Collector 0.4 0.6 4 0.4
Local 0.3 0.5 6 0.4

Best Practices
• Mounting height: typically, 20 to 40 feet.
• Light Distribution: begin with a Type II or Type III distribution without any uplight (U0). For
narrow roadways a Type II distribution may perform better. For single sided light standard
installation, a Type IV distribution may adequately light both directions of traffic.
• Spacing: Begin with a 5:1 spacing to mounting height ratio. Modify accordingly to meet lighting
criteria and other critical design issues.
• When possible locate the light standard 4 feet to 6 feet behind the front face of curb per
AASHTO to protect the light standard from oncoming vehicles.
Special Considerations
• Some developments may choose to fully finance and maintain architectural style luminaires.
When this is the case the designer should:
○ Check with impacted development to understand their local standards and aesthetics.
○ Ask if accessories are required for development owned light standards such as banner
arms, signs, and seasonal lighting receptacles. Size the light standard and electrical
requirements accordingly.
• Low backlight (B1 or less) and low glare ratings (G1 or less) may be required near residential
neighborhoods to minimize light trespass and glare.
• Refer to Section 3.3.9 for crosswalk design considerations.
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DESIGN EXAMPLES

Figure 15: Example 1 Intersection, Plan Figure 16: Example 2 Mid-block crossing, Plan View
View

Figure 17: Median Mounted Roadway Lighting, Plan View

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When pedestrian areas fall within the jurisdictional boundary of a municipality or metro district,
the governing municipality is responsible for the lighting. Lighting of pedestrian areas outside the
roadway limits will always be the responsibility of the local agency.
When to Light
Lighting should be considered at conflict points in pedestrian or bicycle pathways with adjacent
electrical service.
• Stairs and access ramps,
• Pedestrian underpasses, and
• Conflict points along pathways with anticipated pedestrian traffic during darkness hours.
Lighting Criteria
Lighting levels will be considered as meeting the criteria if the calculated values are within ten
percent (10%) of the criteria or do not exceed the criteria by more than two times (2x).
Average Horizontal Average Vertical Horizontal
Conflict Type
Illuminance (fc) Illuminance (fc) Uniformity (avg:min)

Average illuminance with

0.5 0.2 4
anticipated pedestrian activity

Average illuminance with minimal

0.2 0.1 10
pedestrian activity

Best Practices
• Pedestrian luminaire mounting height: typically, 10 to 15 feet. A mounting height of 12 feet is
the most common.
• Spacing: Begin with a 5:1 spacing to mounting height ratio. Modify accordingly to meet lighting
criteria and other critical design issues.
• Pedestrian underpasses are typically lighted with a wall or ceiling mounted luminaire spaced
15 feet to 30 feet on center. Approach lighting (pedestrian light standards, bollards, step lights,
or wall mounted lights) should be considered when the grade drastically changes before the
entrance to a pedestrian underpass.
Special Considerations
• Pedestrian luminaires adjacent to residential properties should be shielded to minimize light
trespass and glare. B1-U1-G1 maximum BUG ratings are recommended.
• Attached sidewalk illumination is often provided by adjacent roadway lighting. Consideration
should be given to adequate sidewalk illumination when a roadway lighting system is designed.
For example, opposed luminaire arrangements provide better sidewalk lighting than median
mounted systems.
• Careful attention should be paid to vertical illumination levels. Vertical illuminance is important
for identifying approaching pedestrian’s intent to enhance the sense of safety.
• When the pedestrian underpass is lighted, the lights should remain on during daytime hours
to provide some adaptation from daylight to the darker interior.
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DESIGN EXAMPLES
Figure 18: Bike Path, Isometric View Figure 19: Pedestrian Bridge, Isometric View

Figure 20: Pedestrian Pathway, Plan View Figure 21: Pedestrian Pathway, Isometric View
 Lighting Design Guidelines
2020

When to Light
Mid-block crossings shall always be lighted.
Denoted crosswalks should be lighted whenever possible. Denoted crosswalks include those
identified by the use of: signage, flashing beacons, etc. Crosswalks located at roundabouts, near
schools, near bus stops, or adjacent to city centers or other areas with anticipated pedestrian use
should be lighted. When the crosswalk is within a municipality or metro district boundary CDOT
will issue a special use permit for the local agency to assume ownership of the lighting system.
An appropriate lighting design will allow motorists to see pedestrians within the crosswalk.
Lighting Criteria
The lighting levels listed below should be met for both horizontal and vertical lighting in a
crosswalk. Lighting levels will be considered as meeting the criteria if the calculated values are
within ten percent (10%) of the criteria or do not exceed the criteria by more than two times (2x).
When setting up the crosswalk calculation the horizontal calculation grid should span the entire
crosswalk, plus 5 feet within the walkway/approach, at ground level. The vertical calculation grid
is be located 5 feet above finished grade, facing the direction of oncoming traffic. The vertical
calculation grid will span all lanes of traffic traveling in a single direction.
Average Horizontal / Average Horizontal /
Horizontal and
Vertical Illuminance Vertical Illuminance
Intersecting Street Vertical
with minimal with anticipated
Classification Type Uniformity
pedestrian activity pedestrian activity
(avg:min)
(fc) (fc)
Major/Major 1.7 / 1.0 2.4 / 1.2 3
Major/Collector 1.4 / 1.0 2.0 / 1.0 3
Major/Local 1.2 / 1.0 1.9 / 1.0 3
Collector/Collector 1.1 / 1.0 1.7 /1.0 4
Collector/Local 0.9 / 0.9 1.5 / 1.0 4
Local/Local 0.7 / 0.7 1.3 / 1.0 6
Midblock Crossing 1.9 / 1.0 2.8 / 1.4 4

Best Practices
• Locate luminaires half to one (0.5 to 1.0) pole height before the crosswalk to provide vertical
illuminance on pedestrians in the crosswalk.
• Luminaires should not be located above a crosswalk as this diminishes motorists’ ability to
see pedestrians within the roadway.
• When the roadway curb-to-curb distance is 32 feet or less, and the speed limit is 30 mph or
lower, one light standard located along the approach to the crosswalk may be sufficient. To
determine this, a single vertical calculation grid should span both directions of traffic from curb-
to-curb. If the vertical calculation meets the lighting criteria, then pedestrians should be
sufficiently lighted using both positive and negative (silhouette) contrast.
○ Positive contrast is preferred on crosswalks.
○ Negative contrast (silhouette) can allow motorists to detect the pedestrians’ silhouetted
body against the lighted pavement behind the pedestrian.
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DESIGN EXAMPLES
Figure 22: Example 1 Crosswalk, Plan Figure 23: Example 2 Crosswalk, Plan View
View

Figure 24: Crosswalk, Isometric View

The pole should be located

0.5 to 1.0 pole height
before the crosswalk.
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When to Light
• Lighting is justified for all CDOT park-n-ride facilities with adjacent electrical services.
• Activity areas are considered to be bus or light rail loading areas, information centers, and
restroom facilities.
• Privately owned park-n-ride facilities should be designed per the standards and guidelines of
the local transit authority.
• See IES RP-8-18 chapter 17 for additional information on lighting parking lots and garages.
Parking garage entrances and exits require special daytime lighting for motorist adaptation.
Lighting Criteria
Lighting levels will be considered as meeting the criteria if the calculated values are within ten
percent (10%) of the criteria or do not exceed the criteria by more than two times (2x).
Minimum Minimum
Average
Horizontal Vertical Uniformity Uniformity
Location Luminance
Illuminance Illuminance (avg/min) (max/min)
(cd/m2)
(fc) (fc)

Entrances, Exits, and

0.5 n/a n/a 6 n/a
Interior Roadway

Parking Lot n/a 0.2 0.1* n/a 20

Parking Garage n/a 1.0 0.5* n/a 10
Activity Areas n/a 1.0 0.5 n/a 15
Transaction Machines n/a 1.0 3.0 n/a 5
*Vertical illuminance is calculated in the drive lanes facing the direction of oncoming traffic.

Best Practices
• Mounting height: Typically, 25 to 30 feet for roadways, 20 to 25 feet for parking lots, and 10
to 15 feet for pedestrian areas. The common mounting height for pedestrian poles is 12 feet.
• Spacing: In parking lots, begin with a 60 foot by 120 foot grid of lights located every other
parking row. Modify accordingly to meet lighting criteria and other critical design issues.
• Parking lot lights should be installed every other parking row to provide appropriate light levels.
• When parking lot lights are located in unprotected hardscape areas, they should be located
at the junction of parking lot stripping. Parking lot lights should not be located directly in front
of vehicles.
Special Considerations
• Locate a light standard before a transit stop to help bus drivers identify potential riders.
• Careful attention should be paid to vertical illumination levels in activity areas. Vertical
illuminance is important for identifying approaching pedestrian’s gender and intent, to
enhance the sense of safety.
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DESIGN EXAMPLES
Figure 25: Park-n-Ride, Isometric View

Figure 26: Park-n-Ride, Plan View

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2020

When to Light
Lighting is justified for any rest area with public facilities with adjacent electrical service. Rest
areas located along interstate highways frequently receive heavy usage during evening hours,
and motorists tend to avoid them if they are not adequately lighted to ensure comfortable use.
Activity areas are considered to be information centers and restroom facilities.
Lighting Criteria
Lighting levels will be considered as meeting the criteria if the calculated values are within ten
percent (10%) of the criteria or do not exceed the criteria by more than two times (2x).
Minimum Minimum
Average
Horizontal Vertical Uniformity Uniformity
Location Luminance
Illuminance Illuminance (avg/min) (max/min)
(cd/m2)
(fc) (fc)

Entrances, Exits, and

0.5 n/a n/a 6 n/a
Interior Roadway

Parking Lot n/a 0.2 0.1 n/a 20

Activity Areas n/a 1.0 0.5 n/a 15

Best Practices
• Light areas of high nighttime use and areas to improve users’ sense of security.
• Not lighting an area can deter nighttime use in areas where pedestrians are not encouraged
to use the space at night.
• Mounting height: typically, 25 to 30 feet for interior roadways, 20 to 25 feet for parking lots and
10 to 15 feet for pedestrian areas. The most common mounting height for pedestrian poles is
12 feet.
• Spacing: begin with a 5:1 spacing to mounting height ratio. Modify accordingly to meet lighting
criteria and other critical design issues.
Special Considerations
• If the rest area is adjacent to the main roadway, the roadway should be adequately lighted to
minimize excessive contrast and veiling luminance (glare) from the rest area.
 Lighting Design Guidelines
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DESIGN EXAMPLES
Figure 27: Rest Area, Plan View

Figure 28: Rest Area, Isometric View

 Lighting Design Guidelines
2020

When to Light
Lighting should be considered at all chain stations. Lighting design should illuminate pedestrians
working along the roadside immediately adjacent to traffic.
Lighting Criteria
Lighting levels will be considered as meeting the criteria if the calculated values are within ten
percent (10%) of the criteria or do not exceed the criteria by more than two times (2x).
Location Average Illuminance (fc) Uniformity (avg:min)

Ground Plane 3.0 2

Vertical (Facing Shoulder) 1.0 2

Vertical (Facing Roadway) 1.0 2

Vertical (Facing Oncoming Traffic) 2.0 4

Best Practices
• Mounting height: typically, 30 to 40 feet for extended (higher, mainline side) luminaire and 20
to 30 feet for lower (shoulder side) luminaire.
• Spacing: A chain station luminaire standard with twin head assembly should be located at
each chain station bay. Luminaire spacing is typically 120 feet to denote each bay.
Special Considerations
• Chain stations with uncontrolled access have a higher risk of potential pedestrian conflict,
lighting should illuminate the pedestrians working on the trucks along the roadside.
• Add two luminaires per pole, one for each side of the truck as shown in Figure 29. The outside
luminaire uses rotatable optics to allow it to aim back at the truck. The BUG ratings should be
carefully considered to minimize glare for motorists in the adjacent roadway.
• Install a lighting control system that turns the luminaires “on” when chain up law is activated.
• The lighting control system should be capable of dimming the lights, or increasing light levels
if necessary, during bad weather conditions to minimize the glare from light reflecting off of
falling snow or fog.
Figure 29: Example Chain Station Lighting Design

Both luminaires shall have

optics aimed at the sides of the
truck to illuminate the vertical
surfaces.
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DESIGN EXAMPLES
Figure 30: Chain-up Area, Isometric View

This luminaire is used to

light the mainline side of
the truck and must have
rotatable optics

Vertical (Facing Shoulder)

Vertical (Facing Roadway)

Figure 31: Chain-up Area, Plan View

 Lighting Design Guidelines
2020

When to Consider Solar Lights

Solar lighting may be considered at any time Figure 32: Solar Lighting Installation
when requested by the CDOT Project
Engineer. Solar powered systems may be
considered for locations where roadway
lighting would be beneficial, yet there are either
no adjacent power sources or running new
electrical conduit and conductors from an
adjacent power source is cost prohibitive.
Solar Roadway Lighting Requirements
The lighting criteria shall be per the appropriate
special lighting application(s) listed in this
guideline. The solar roadway lights must meet
the appropriate lighting criteria during the entire
nighttime period, from dusk to dawn, during the
winter solstice. The illumination level should
not vary depending on the battery capacity.
The solar battery system must be designed to provide a minimum of three days of autonomy (no
solar input) at the designed light output during the winter solstice for the project location. The
battery shall be capable of sustaining a charge at the project locations’ average minimum
nighttime temperature during the winter solstice. The battery should have a minimum 5-year
design life under the conditions listed above.
The solar panel must be located independent of the luminaire. The luminaire must always be
installed plumb such that it does not result in any uplight (U0 BUG rating). The luminaire shall
meet the requirements listed in CDOT specification 715.
Best Practices
• Mounting height: typically, 20 to 40 feet.
• Solar panels should be oriented south and tilted to maximize solar energy potential.
Special Considerations
• Natural or manmade elements – such as mountains, canyons, trees, bridges, or buildings –
may cast a shadow on the solar panel which could minimize the potential solar input during
daytime hours. This may reduce the system autonomy and could prohibit the installation of a
solar lighting system.
• If adaptive lighting is allowed, ensure that the dimming is activated by either a CDOT approved
luminaire control node or programmable sensor and astronomical schedule. The dimming
schedule should be independent of the battery capacity.
• Solar panels often have a higher effective projected area (EPA) that may require a larger light
standard and foundation than those listed in CDOT standard S-613-1. All solar lighting
assemblies should be stamped by a structural engineer licensed in the state of Colorado.
• Solar batteries typically have a five-year design life before they need to be replaced. The
purchase and maintenance cost to replace the batteries should be considered prior to
installing a solar lighting assembly.
• Solar arrays could be considered to provide power to multiple loads.
 Lighting Design Guidelines
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When to light
• Temporary roadway lighting is intended to match or exceed existing lighting levels when
existing lighting is removed due to construction.
• Temporary roadway lighting should be considered at the start and end of traffic detour
routes.
Lighting Criteria
Lighting levels will be considered as meeting the criteria if the calculated values are within ten
percent (10%) of the existing lighting level criteria or do not exceed the existing lighting level by
more than three times (3x). When the existing lighting level is unknown, the light level should be
selected from the appropriate Lighting Application listed in the previous section; the existing
roadway classification should be used to select the lighting criteria.
Location Luminance (cd/m2) Illuminance (fc)
Equal to or greater than preconstruction Equal to or greater than preconstruction
Roadway
light levels light levels
Equal to or greater than preconstruction Equal to or greater than preconstruction
Sidewalk
light levels light levels

Best Practices
• At a minimum, the roadway should be lighted to existing design levels when temporary lighting
is applied.
• Temporary lighting can be installed as a one-for-one replacement of existing luminaires.
• Temporary lighting should be considered at the following areas if there is adjacent electrical
service:
○ Emergency pull off areas,
○ Lane shifts,
○ Roadway merge and diverge points,
○ Intersections, and
○ Crosswalks.
• The selected temporary luminaire should imitate the existing luminaire lumen output and
distribution to appropriately light the roadway.
• Removed luminaires may be reset on temporary light standards to provide temporary lighting.
• Temporary lighting may be cobra heads mounted to wooden utility poles or barrier mounted
metal poles.
• Power may be supplied by overhead electrical when a non-breakaway pole is installed.
Special Considerations
• Drive through work areas in both directions to evaluate the level of glare at the time of initial
light setup and periodically during the work.
• Temporary lighting must meet all the breakaway requirements that permanent lighting must
meet. Non-breakaway poles should be protected by barrier or installed on a barrier.
• When traffic speeds are less than 40 mph, temporary lighting may be installed a minimum of
6 feet behind the front face of curb.
 Lighting Design Guidelines
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DESIGN EXAMPLES
Figure 33: Temporary Lighting, Isometric View

Figure 34: Temporary Lighting, Plan View

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When to light
From the Manual of Uniform Traffic Control Devices (MUTCD): Any nighttime work shall require
lighting of the work area, equipment crossings, and flagger stations.
Lighting Criteria per the MUTCD
The current edition of the MUTCD Section 6 and CDOT Specification 632 must be consulted to
determine the appropriate lighting levels for general illumination and precision tasks in the
temporary traffic control zone, along the approach to the temporary traffic control zone, and at
flagger stations.
Special Considerations
• Temporary streetlights may provide additional light within the work zone, but shall not be used
to meet the minimum requirements for traffic control lighting.
• Drive through work areas in both directions to evaluate the level of glare at the time of initial
light setup and periodically during the work.
• Construction lights should be aimed at an angle of 60° or less to minimize glare to the
motorists, which improves construction worker safety.
• Luminaires should be aimed in the direction of travel to minimize glare to motorists to improve
visibility of roadway workers and flaggers.

DESIGN EXAMPLES
Figure 35: Construction Lighting, Isometric View Figure 36: Construction Lighting, Plan
View

Construction lights should be

aimed at 60° or less to
minimize glare to the motorists.
 Lighting Design Guidelines
2020

Per the current edition of the Guide Signing Policies and Procedures, political boundary Type 3
and Type 4 signs are allowed to be lighted. These signs are provided, installed, powered, and
maintained by the local agency at no cost to CDOT. Signs within the clear zone are required to
meet breakaway sign standards or be located behind an appropriate barrier.
Type 3 signs are the “decorative” political boundary/ identification signs provided by local
governments and installed within the CDOT right of way.
Type 4 signs are the “monument-like” political boundary/ identification markers provided
by local governments and installed within the CDOT right of way.

Figure 37: Example of a Type 3 Sign Figure 38: Example of a Type 4 Sign

When to Light
Lighting may be considered when the local agency will pay for the complete installation of
electrical service and lighting for the sign. The local agency is also required to continue to pay for
electrical service to power the sign lighting.
Lighting Requirements
• Refer to CDOT Standard Specification 715 for luminaire requirements:
○ CCT: 3000K or less for white light sources.
○ Uplight: U0 rating for lights with 3,200 luminaire lumens or greater.
• Lights shall be fully shielded from the adjacent roadway, including shielded from visibility in
motorists’ rearview mirrors.
• Non-white light colors shall not mimic traffic signal colors.
• Sign lighting shall be approved by the CDOT Traffic Engineer.

Maximum Luminance measured on the sign surface (cd/m2)

Nighttime Lighting Levels 250

Daytime Lighting Levels 7,500

 Lighting Design Guidelines
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Best Practices
• Luminaires with more than 1,500 lumens are typically mounted above the light and oriented
downward. Luminaires not oriented downward are typically 1,500 lumens or less to minimize
sky glow.
• Shielding should be considered for all luminaires, shielding may include:
○ Light sources recessed into the luminaires
○ Honeycomb baffles
○ Louvers
○ Snoots
○ Visors
• Shielding devices should have an internal, matte black finish to minimize potential glare from
reflected light.
Figure 39: Example of a Small Floodlight Oriented Figure 40: Example of a Recessed Light
Downward Source

Special Considerations
• Some developments may choose to finance architectural style lighting features such as
backlit lettering or details, or grazing sign surfaces. The mounting details for these signs
should be carefully coordinated with the local agency.
 Lighting Design Guidelines
2020

3.
3
Lighting controls enable the luminaire light output to be increased or decreased as needed which
saves energy, prolongs the life of the luminaire, and can minimize maintenance trips and
maintenance time. Simple lighting controls such as astronomical time clocks or LED photocells
signal the lights to turn on at dusk and off at dawn. More sophisticated lighting controls can turn
the lights on and off, increase or decrease light levels, monitor energy usage, provide asset
location, and send maintenance information to appropriate personnel if the luminaire malfunctions.
The project needs should be carefully considered before selecting a control system. Although
simple control systems are less expensive to install, the project may benefit from long-term energy
and maintenance savings that come with more integrated controls. Even if the project manager
decides to forgo controls, the installed luminaire must be future-proofed with a dimming driver and
ANSI 7-pin photocell receptacle with shorting cap.

All CDOT owned and maintained luminaires must have a 0-10V dimmable LED driver or digitally
addressable lighting interface (DALI) dimmable driver per the current version of the CDOT
Specification Sections 613 and 715. The designer should confirm that the luminaire, LED driver,
and control equipment have the same dimming protocol.
0-10V dimming is the most common form of dimming used in exterior applications. The 0-10V
dimmable driver within the luminaire modulates the voltage from 0 volts to 10 volts direct current
(DC) to vary the luminous intensity of the light source. Most luminaires come standard with 0-10V
dimmable driver.
DALI dimming systems are common in Europe and are beginning to gain traction in the United
States. DALI control systems provide two-way communication between the luminaire and the
control system. Each luminaire can be individually addressable, which means that the luminaire
light output can be varied independently of other luminaires on the same electrical circuit.

All CDOT owned and maintained lighting systems should be controlled by either a photocell
located on the lighting control center or a CDOT approved control node located on the luminaire.
 Lighting Design Guidelines
2020

All installed LED roadway lights, chain station lights, parking lot lights, and lights within rest areas
and park-n-rides should have an ANSI 7-pin receptacle on the luminaire to for future control
capabilities. If roadway lighting is controlled by a photocell located on the lighting control center
(LCC), then the 7-pin receptacle will be covered with a shorting cap. The photocell should only be
located on the luminaire when an LCC or centralized lighting panel is not installed. The photocell
should always be installed with the window pointed towards the north to minimize sun exposure.
The ANSI 7-pin twist-lock photocell with shorting cap ensures that a CDOT approved control
system can be installed on all roadway luminaires. The control node uses three contacts to
provide power, two contacts for dimming, and leaves two spare contacts for other sensors and
accessories. The control node will be able to remotely control the light level of the lights, monitor
energy use, and send a maintenance report if the luminaire malfunctions. The control nodes
should be wireless and gateway-less to minimize equipment costs.

Lighting control centers (LCC) or meter power pedestals (MPP) are required to provide a location
for lighting panels, photoelectric controls (photocells), contactors, maintenance receptacles, and
a copy of the electric plans. Each LCC and MPP must be grounded with an approved grounding
system. It must also be in an easily accessible location for maintenance and inspection. Many of
the LCCs located in the snowy mountain regions have an 18-inch skirt located around the bottom
of the LCC to allow the doors to still open without digging the LCC out of the snow. These units
should also have an HVAC system installed to control the humidity levels within the LCC in order
to prolong the equipment life. The HVAC unit is an optional addition for all regions within Colorado,
and is recommended for LCCs with temperature dependent electrical systems.
The CDOT M-613-1 standards and CDOT 613 and 715 specifications should be referenced for
additional information on LCC requirements.
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4.
4
The purpose of this chapter is to provide a summary of important technical terminology and
background information relevant to this Guideline to ensure that CDOT lighting projects are
consistently designed. More detailed information can be found in the IES Lighting Handbook,
ANSI/IES RP-8-18, and the AASHTO Lighting Guide.

Effective visibility in nighttime environments

depends on the control of six different
factors: glare, luminance, uniformity, Figure 41: Components of Visibility
illuminance, contrast, and adaptation. All
factors must be adequately addressed to
increase visibility.
The ability for motorists and pedestrians to
Glare
detect objects and other pedestrians to be
seen at night depends on task visibility; the
task can include seeing obstacles in the
roadway, reading street signs, or identifying Adaptation Luminance
pedestrians in a crosswalk. The visibility of
an object is dependent on the size,
brightness, vertical luminance, and contrast Visibility
of all the objects in an area. Increasing the
amount of light (brightness and luminance)
that falls on an object increases the task
visibility. However, the object brightness Contrast Uniformity

must be balanced with its surroundings to

prevent glare by being too bright. An
example of low task contrast is viewing a Illuminance
barrier indicating a lane shift. The task of
driving requires the detection of hazards and
a clear view of the surrounding traffic and
road conditions. The lighting system may
 Lighting Design Guidelines
2020

also provide wayfinding by establishing consistent patterns and visual cues, such as a light at the
corner of an intersection or in the gore of an off ramp

Illuminance is the primary lighting metric used Figure 42: Illuminance in a Pedestrian Plaza
for non-roadway applications such as
crosswalks, walkways, and bike paths.
Illuminance is the amount of light reaching a
surface, expressed in units of footcandles (fc),
or lux when using the International System of
Units (SI units) which is 10.7639 times greater
than footcandles, or approximately 10 times
greater. Horizontal illuminance refers to the
amount of light falling on a horizontal surface,
such as pavement. Vertical illuminance is to the
amount of light falling on a vertical surface, such
as a person, which is critical for drivers to be
able to see objects in the roadway.
This metric should only be used for the Lighting
Applications that list illuminance criteria such as
pedestrian areas, curved roadways, or for
vertical illuminance requirements as it does not
address surface brightness which a person
sees.

Luminance is reflected light, or the brightness

of a surface or an object in an individual’s field Figure 43: Surface Luminance as Seen by Motorist
of view. It is measured in units of candela per
square meter (cd/m2). This metric is important
because, unlike illuminance, luminance best
describes what a person or motorist sees.
In roadway lighting, pavement luminance refers
to how bright the pavement appears to
motorists. When the pavement is under lighted,
it is harder to see pavement markings and small A
objects on the road. Higher pavement
luminance provides the driver with visual B
information on the roadway boundaries, conflict
areas such as crosswalks and intersections.
More reflective, lighter colored surfaces, such
as concrete, reflect more light than darker, less C
A: Maximum luminance
reflective surfaces, such as asphalt; less light is
B: Average luminance
required for more reflective or concrete C: Minimum luminance
surfaces to provide the same luminance level.
Veiling luminance is a measure of disability glare and describes how bright the light source is
compared to the roadway surface. This is important to consider in roadway lighting designs since
glary light sources can inhibit motorists’ ability to see objects or pavement markings in the
roadway.
 Lighting Design Guidelines
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Lighting uniformity is defined as the evenness of light. Our eyes are continually adapting to the
brightest object in our field of view. Any object lighted to even 1/10 the brightest level of the
adjacent surroundings appears noticeably darker. Uniformity that meets the lighting criteria allows
the pavement to be evenly lighted. However, too uniform surfaces (less than 2:1 average to
minimum) may minimize surface contrast of an object, which can cause some objects to blend
into the background, making them harder to detect. A balance is required between uniformity and
contrast.

Contrast is the difference between the luminance values of two adjacent surfaces. High contrast
is necessary for good visibility. However, if the contrast becomes excessively high, the brighter
surface can become a source of glare.
Surface or object contrast gives motorists the most information for guidance. When contrast is
diminished, such as flat daylight on snow packed roads, or when objects on the road have the
same luminance as the pavement background, then navigation becomes difficult. It is important
to keep strong object contrast for all tasks.
Figure 44: Example of Poor Surface Contrast Figure 45: Example of Good Surface Contrast

Figure 46. Example of Direct Glare

Direct glare is caused by excessive light
entering the eye from a bright light source. A
system designed solely on lighting levels tends
to aim more light at higher angles to increase
pole spacing, thus producing more glare
potential. With direct glare, the eye has a
harder time seeing contrast and details, shown
in Figure 46. Direct glare can be minimized with
careful equipment selection and placement.
To help predict the glare a luminaire will
produce, the IES created a luminaire
classification system (TM-15-11) called the
BUG (Backlight, Uplight, Glare) luminaire
rating system. This is covered in more depth in
Section 4.3.
 Lighting Design Guidelines
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Indirect or reflected glare is caused by light reflecting off the pavement in such a manner that the
contrast is washed out. Any light source can cause reflected glare depending on the viewing angle
of the motorist. However, streetlights with a high glare-rating (G3 or greater) have an increased
potential of reflected glare, especially on wet pavement. Reflected glare will wash out roadway
stripping, especially on wet pavement, or during inclement weather conditions, and limit one’s
ability to see contrast. Like direct glare, indirect glare can be minimized with the type and layout
of lighting equipment. Direct the light away from the observer with the use of a low G-rated
luminaire and installing the luminaire level plumb to the foundation.

Light trespass is often referred to as nuisance glare or the “light shining in my window” effect. Not
only does light trespass cause neighbor annoyance, but it also increases light pollution. Refer to
ANSI/IES RP-8-18 Chapter 4 Obtrusive Light for a complete discussion on minimizing light
trespass and light pollution.
Uncontrolled light sources are usually the Figure 47: City of Denver Light Pollution from Mt.
Evans Observatory
cause of light trespass. However, even a ©University of Denver – Astronomy Department
shielded luminaire may cause light
trespass due to the location, height,
orientation, and aiming of the luminaire. If
the location is not opportune and cannot be
changed, additional shielding may be
required. The luminaire head should be
leveled and plumb with the horizontal,
rather than aimed upward or downward.
Over lighting areas will increase reflected
light which will result in poor adaptation
between the brightly lighted area and
adjacent non-lighted areas. Over lighting
should be avoided as it increases light
trespass and light pollution.
Light pollution, or sky glow, is caused by light aimed directly up into the sky, by light emitted
directly at the near-horizontal angles, and by light reflected off the ground or objects. Direct light,
rather than reflected light, is the most significant cause of light pollution. Acorn style pedestrian
lights, floodlights, wall packs, and other luminaires with uplight components are major contributors
to sky glow. Over lighting, even with luminaires that produce little to no uplight, reflects
unnecessary light back into the atmosphere and adds to sky glow. Figure 47 shows a view of
Denver and the results of uncontrolled light pollution.
Figure 48: Reduce Glare with Appropriate Luminaires
 Lighting Design Guidelines
2020

To minimize light pollution, do not over light areas. Use luminaires with little to no uplight, which
will be noted by a U0 rating. Dim lights during periods of lower traffic and reduced pedestrian
activities, when snow cover increases pavement reflectance will also reduce light pollution.
Figure 49: No Uplight Luminaires

Adaptation refers to the eye’s ability to quickly adjust between changes in luminance and intensity.
Our eye will automatically adjust to the brightest object in our field of view. Time required for
adaptation increases with age due to normal structural and chemical changes in the eye.
Figure 50: Daytime Adaptation

Glare from headlights can affect one’s ability to adapt to a lower intensity of light. Additionally,
adaptation occurs when driving from a lighted area to a non-lighted section of roadway. For
example, transitions into tunnels are critical during the day as well as at night.
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There are three different types of visual responses: Photopic (our day vision), scotopic (our night
vision), and mesopic (a combination of night and day vision). Exterior lighting normally falls within
the mesopic range. Since our eyes respond to varying colors of light differently, white light sources
are recommended to improve visibility.

Light at night has been shown to disrupt animal communities by impacting normal breeding,
migration, feeding, and animal social interaction. Electric lighting has also been shown to impact
plants’ growth patterns since they need sunlight during the day and darkness at night to sustain
a healthy life cycle. Electric lighting at night should be reduced or turned-off whenever possible to
minimize the impact to the nighttime environment. Refer to IES RP-33-14 for more information.

Exterior pole mounted luminaires are classified by the type of light distribution, which refers to the
illuminance pattern produced on the ground. Table 1 shows the five basic distribution types.
Table 1: Horizontal Distribution Types

Distribution Description Plan View

Type I Narrow illuminance pattern. Not widely used in roadway
applications. Commonly used on multi-use paths.

Type II Slightly wider illuminance pattern. Commonly used on

single lane or two-lane roadways.

Type III Wide, asymmetrical illuminance pattern. Commonly used

on roadways.

Type IV Widest, asymmetrical illuminance pattern. Commonly

used on intersections and parking lots.

Type V Symmetrical circular illuminance pattern. Commonly

used in the center of parking lots or in pedestrian
plazas.

The luminaire BUG (Backlight-Uplight-Glare) rating system, as defined in IES TM-15-11, provides
a numerical rating of the luminaire light distribution as it applies to backlight (light trespass), uplight,
and glare. BUG ratings are defined by the initial lumen output within the distribution angles of the
luminaire. In general, a higher BUG rating means that more light is emitted in each angle. The
selected luminaire must not exceed the BUG rating requirements (example: B1-U0-G1) listed in
the CDOT Standard Specification Section 715.
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Per Colorado Statue Title 24 (24-82-902) “All outdoor lighting fixtures with a rated output greater
than three thousand two hundred lumens, the fixture is a full cutoff luminaire.” In short, all outdoor
luminaires with an initial lumen output equal to or greater than 3,200 initial lumens shall have no
uplight (U0 rating).
Figure 51: BUG Rating Diagram

Backlight (B) is the amount of light behind the luminaire. Backlight can result in unwanted light
trespass onto adjacent surroundings, or it may provide beneficial lighting for sidewalks behind the
amenity zone. The quantity of backlight should be carefully considered in these instances.
Uplight (U) is the amount of light in the upper 90 degrees of the luminaire. Low angle uplight
(from 80° to 100°) is the largest cause of sky glow and adversely affects astronomy, smog levels,
and the view of the night sky. Higher angle uplight, angles greater than 100 degrees, is generally
wasted light.
Glare (G) can be annoying or disabling. While high angles of light allow the light to be distributed
further, any angle above 63° can cause disability glare and therefore should be minimized.
Luminaires that have a glare rating greater than G4 have the greatest potential for disability glare
and are not allowed. Luminaire with G3 glare ratings should only be used in urban applications.

See CDOT Specifications Section 613 and Section 715 for lighting and electrical requirements.

Light Emitting Diodes (LEDs) are the CDOT standard for new construction and luminaire
replacements. The distribution of light in LED luminaires can be tightly controlled by individual
LED optics or entire luminaire optics to limit light trespass in locations such as ecologically
sensitive, rural, or residential areas. LEDs have extremely long lives (60,000+ hours), consume
little energy, and are dimmable. The CDOT LED luminaire specification requires that all installed
luminaires have a correlated color temperature (CCT) of 3000K nominal or less unless a deviation
is requested (i.e. tunnel applications).
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It is recommended that a dimming schedule, otherwise known as adaptive lighting, be created for
all exterior luminaires. This dimming schedule will dim the luminaires during nighttime hours when
there is minimal traffic (typically 10 pm – 5 am) and higher light levels are not necessary. It can
also provide constant light output by dimming the initial luminaire light output to maintained levels
when the luminaire is new, thus saving energy.

Roadways were previous lighted with less efficacious legacy light sources such has high pressure
sodium (HPS), metal halide (MH), and induction (Q) lamps. Legacy light sources are no longer
allowed per CDOT specifications. CDOT does not allow LED retrofits kits.

Figure 52: Pedestrian Luminaires

Pole mounted luminaires for exterior lighting come in a
wide range of heights and can generally be grouped into
one of three categories: pedestrian luminaires, parking lot
luminaires, and roadway luminaires. All luminaires
mounted on roadway light standards must have a
breakaway base, unless the light standard is protected by
guard rail or located within one pole height of a pedestrian
area or residence.

Pedestrian luminaires light sidewalks, rest areas, and

other pedestrian areas. They are typically mounted on 10-
foot to 15-foot light standards, with the most common at
12-feet. These luminaires should be shielded to prevent
any uplight (maximum U2 BUG rating if the initial luminaire
lumen output is less than 3,200 lumens per the Colorado
statute). Figure 53: Roadway Luminaires

Parking lot luminaires are typically mounted on 20-foot to

30-foot light standards. These luminaires should be
shielded to prevent any uplight (U0 rating), reduce glare
(G2 rating or lower), and limit light trespass (B2 rating or
lower). If the luminaires are located on the edge of a
property line, luminaires with a low backlight rating (B0 or
B1) and shielding options should be specified.

Roadway luminaires are typically mounted on a 25-foot to

40-foot light standard. These luminaires should be
shielded to prevent uplight (U0 rating), light trespass (B
rating), and maintain a low glare rating (G rating). If
roadway luminaires are located near a residential area or
another location where light trespass is a concern, a low
backlight rating (B0 or B1) should be specified. The light
distribution should be carefully selected to meet the
lighting criteria.
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LED drivers convert an input voltage to low voltage DC output. Dimmable (0-10V or DALI) drivers
must be specified. Legacy lighting power sources (non-LED) are no longer allowed.

Light standard heights are typically determined by the width of the road, light trespass potential,
and the standard heights used by CDOT, the utility, or the responsible agency. Typically, the
higher the standard, the fewer standards are required for uniform lighting. Standards over 40 feet
may increase the light trespass potential; the impact on residential neighborhoods and open
space wildlife should also be assessed in these instances.
Round standards should be used since they reflect less light and have lower effective projected
areas (EPA). Square section standards should not be used. All light standards must be aluminum
or galvanized steel. Every standard must have a handhole or a transformer base. Decorative light
standards should only be specified if owned and maintained by the local agency.
High mast standards greater than 70 feet are no longer allowed for new construction projects.
CDOT will continue to maintain existing high mast light standards.
Roadway projects that require light standards greater than 40 feet should consider installing mid
mast light standards, which are typically 40 feet to 70 feet tall. These standards are typically
median mounted to light the entire roadway but may be mounted on the outside of the road.

Two design configurations are recommended for use in roadway lighting: opposite and median
mounted. Regardless of the configuration used, light standards should be placed in accessible
locations, out of a drainage area, and positioned with the luminaire over the shoulder of the road.
These locations provide easy and safe access for a maintenance truck with minimal obstruction
of traffic. All locations should meet AASHTO’s clear zone requirements. Locations need to also
meet minimum distance requirements from utility lines per the utility company standards. Final
locations must be checked with the traffic, civil, and maintenance teams.
Figure 54: Opposing Configuration

Opposite configurations refer to pairs of luminaires

located on opposing sides of the roadway. This design
provides the best visibility.
If the road is narrow (two lanes wide) the lighting criteria
may be met by a design with poles on a single side of the
roadway.

In a median configuration, two luminaires are mounted on Figure 55: Median Configuration
a single light standard located in the median of the
roadway. Ideally, median mounted standards should be
protected by barrier or on a raised median. Median
mounted lighting provides a reduced initial cost by
eliminating half of the standards needed in an opposite
configuration, while minimizing electrical conduit and
power supply. It also provides better visibility for guidance
around curves.
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These advantages must be balanced with the fact that these standards may be more difficult to
maintain and have a higher potential for light trespass. The luminaires may cause unnecessary
glare or higher light levels on surrounding properties since they are aimed towards the outside of
the roadway.

Historically, a third configuration, a staggered arrangement, was used. This lighting design is no
longer recommended because an opposite arrangement produces better visibility – meaning an
object located in the roadway is easier to detect. Figure 56 and Figure 57 depict how the
arrangement of the light standards will affect contrast of objects on the roadway. Both negative
and positive contrast allow the object to be visible. Neutral contrast causes the object to blend
with the surroundings, making it difficult for drivers to identify objects within a stopping sight
distance. Avoiding neutral contrast occurrences will increase the visibility of objects in the
roadway.
Figure 56: Staggered Pole Configuration

Negative Contrast (Silhouette) Positive Contrast Neutral Contrast

z

Figure 57: Opposite Pole Configuration

Negative Contrast (Silhouette) Positive Contrast Neutral Contrast

z

Continuous lighting should be installed when justified on roadways or when the local agency will
own and maintain the lights. Continuous lighting is often installed near urban centers or roadways
with closely spaced on/off ramps.
Per ANSI/IES RP-8-18, continuous roadway lighting may not be necessary when the posted
speed limit is less than 30 mph. At lower speeds, low beam headlights extend the entire stopping
sight distance which provides enough time for drivers to identify and react to obstacles in the
roadway.

Non-continuous lighting should be installed at conflict areas such as roundabouts, intersections,

crosswalks, and interchanges. Along with providing light to improve safety in conflict areas, non-
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continuous lighting indicates merge points in the roadway. On/off ramps use non-continuous
lighting to provide visual indicators for motorists to follow as the road divides or merges together.

Since CDOT only maintains locations outside of incorporated cities or towns, less than 100
pedestrians are anticipated to be found within a stretch of 660 feet, during one hour of darkness
in a CDOT maintained area. Due to this, the ANSI/IES RP-8-18 pedestrian conflict classifications
have been identified as the following:
• Minimal Pedestrian Activity, which are referred to as low pedestrian conflict areas in
ANSI/IES RP-8-18. Less than 10 pedestrians are anticipated to be in this area during one
hour of darkness.
• Anticipated Pedestrian Activity, which are referred to as a medium pedestrian conflict area
in ANSI/IES RP-8-18. Between 10 and 100 pedestrians may use this area during one hour
of darkness.
High pedestrian conflict areas are typical of downtown city centers where more than 100
pedestrians will be found within a 660 foot stretch of roadway during one hour of darkness. These
areas may be found in urban cities which fall under the local agency’s jurisdiction.

Luminance and illuminance calculations can be used to determine the effectiveness of a roadway
lighting design. Lighting calculation programs perform point-by-point calculations to determine
luminance and illuminance averages, minimums, maximums, uniformity ratios, and veiling
luminance. These programs allow the testing of multiple design strategies and may include tools
specifically designed for roadway lighting optimization.
Lighting calculation programs vary with regards to their user interface, but every program will ask
for a consistent set of parameters. The user must define the project area, establish the grid(s) of
calculation points, import luminaire data, and layout luminaire locations. The program should then
calculate the luminance of each point in the grid as seen from the motorist’s perspective. An
average luminance value is taken across the entire grid of calculation points. It is important to
understand that the calculated luminance is dependent on the direction of the motorist and should
only include lanes with the same direction of travel.

The following are pavement classification definitions per the Commission Internationale de
l'Eclairage (CIE) four class system. The classification is based on the reflective and specular
properties of the pavement.
R1 (Concrete): Portland cement concrete road surface; most diffuse pavement reflectance.
R2: Asphalt surface with a gravel aggregate; mixed diffuse and specular surface (not commonly
installed in the United States of America).
R3 (Asphalt): Most common asphalt roadway type with dark aggregates; slightly specular.
R4: Asphalt road surface with very smooth texture; most specular.

A light loss factor should be applied to every calculated luminaire to ensure that the maintained
light levels will meet the lighting criteria. Roadway lighting systems should be designed for the
amount of light that will be generated near the end of the life expectancy of a luminaire and the
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amount of dirt depreciation that can be expected depending upon environmental conditions. Refer
to ANSI/IES RP-8-18 Chapter 3 for more information about light loss factors.
Table 2: LED Light Loss Factors
Luminaire Dirt Luminaire Lumen Total Light Loss Factor
Light Source
Depreciation (LDD) Depreciation (LLD) (LLF)

LED 0.9 0.91 0.812

The design process for improving or installing street lighting is outlined below:
1. Determine the design parameters of the new street, including: median width, luminaire
setback, curb to curb width of the street, number of lanes in each direction, bike lane
width, presence of on-street parking, and width of the shoulder.
2. Determine the street classification and level of pedestrian conflict for the street. If
pedestrian activity levels vary over the course of the evening, an adaptive lighting
(dimming) schedule may be used. When designing lighting for an intersection, determine
the street classification of the intersecting street as well.
3. Determine the applicable lighting criteria per the special lighting applications.
4. Select an appropriate luminaire based on the lumen output and maximum BUG ratings.
5. Select an appropriate luminaire CCT (3000K unless a deviation is approved).
6. Develop a model of the street with the design parameters in lighting calculation
simulation software such as AGi32, DIALux, or Visual.
7. Set up a luminance calculation grid for one luminaire cycle in the travelled way. On street
parking, and shoulders are not included in the travelled way. If the spacing of the lights
are irregular, then the designer should consider extending the calculation area to include
the whole street segment.
8. Dedicated bike lanes within the roadway should be treated like a drive lane and
calculated per the same parameters as the other drive lanes.
9. Begin placing luminaires on the straight continuous lighted street. Evaluate the
outcomes of varying street light arrangements to achieve an appropriate spacing. The
streetlights should be arranged in an opposite layout to minimize neutral contrast and
allow for the greatest visibility. If an opposite arrangement is not possible due to how
narrow the curb to curb width of the road is, then a single sided arrangement is
recommended. A staggered arrangement should only be selected as a last resort for
new construction projects. Although the luminance calculation grid includes only one
cycle of luminaires (or straight stretch of street), include additional luminaires in each
direction of travel in the model, if the luminaires have significant contribution.
10. Revise the lighting layout in correspondence with other roadway design elements e.g.
clearance from driveways (10 feet commercial and 5 feet residential), fire hydrants (5
feet), and trees (centered in between trees or 20 feet from the tree trunk), and avoid
locations in front of doorways, windows, and lines of egress.
11. If the calculated luminance meets the average target criteria luminance and uniformity
ratio, then the luminaire is a viable option.
12. If necessary, adjust the luminaire spacing and/or lumen output and distribution. Repeat
until the values meet the target criteria.
13. Develop an adaptive lighting schedule to account for low traffic periods of the night.

1
Use 0.9 or LM value provided by the Manufacturer at 60,000 hours, if L70 is greater than 100,000 hours
2
If using an LM value provided by the Manufacturer, the Total LLF is equal to 0.9 x LM60,000hr
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With the large increase in the availability and affordability of LED light sources comes new
maintenance concerns. LED light sources have a rated life of 60,000 hours or more before the
light output has decreased to 70% of the original light output. Unlike legacy light sources, when
an LED luminaire fails, there is not a typically a lamp or LED board that can replace the failed light
source. CDOT Standard Specification Section 613 specifies that all LED light sources comply with
warranty requirements to ensure that, should an LED light source fail early in its life, the
manufacturer will assist with the replacement of components or the entire luminaire head.
To improve maintenance, the responsible agents in charge of maintaining the luminaire should
be involved throughout the design process. This will ensure that the party responsible for
maintenance and operation of the lighting system is aware of the design intent and requirements.

Luminaire types and accompanying control systems should be consolidated across lighting
applications within a region to minimize the number of various components that need to be
stocked by the maintenance team. Components that are stocked by the maintenance team
include luminaire heads and long-life LED photocells. Although the LED driver might fail before
the LED light source, drivers should not be stocked by the maintenance department. When a
driver fails, a new driver that has been UL laboratory tested with the installed luminaire should be
ordered from the manufacturer.
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5.
5
Following are general definitions used in lighting design and this Guideline. Much of this
terminology is covered in detail in Chapter 3 and Chapter 4.
Adjacent Electrical Service – Any section of roadway or any area with electrical service location
within one mile of the Project, such that electrical service can be delivered to the project site.
Autonomy – Refers to the autonomy of a solar powered system. It is defined as the number of
days of operation during which the load can be powered by the battery’s highest rate of discharge
without any additional solar inputs before exceeding the battery’s designed maximum depth of
discharge.
Bikeway – Any road, street, path, or way that is specifically designated as being open to bicycle
travel, regardless of whether such facilities are designed for the exclusive use of bicycles or are
to be shared with other transportation modes.
BUG (Backlight, Uplight, Glare) Rating – The quantity of light within various luminaire beam
angles.
Backlight – the percent lamp lumens or the luminaire lumens distributed behind a luminaire
between zero degrees vertical (nadir) and 90 degrees vertical.
Uplight – the percent lamp lumens or the luminaire lumens distributed above a luminaire
between 90 and 180 degrees vertical.
Glare – the percent lamp lumens or the luminaire lumens distributed between 60 and 90
degrees vertically in front of the luminaire.
Candela (see luminous intensity), (cd) – The unit of luminous intensity.
Complete Interchange Lighting – A lighting system that provides relative uniform lighting within
the limits of the interchange, including: main lines, direct connections, ramp terminals, frontage
road or crossroad intersections.
Continuous Lighting – When uniform light levels are provided by luminaires spaced an equal
distance apart along a roadway.
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Correlated Color Temperature (CCT) – The absolute temperature of a blackbody whose

chromaticity most nearly resembles that of the light source.
Crosswalk – Any portion of a roadway at an intersection or elsewhere distinctly indicated as a
pedestrian crossing by lines on the surface, which may be supplemented by contrasting pavement
texture, style, or color.
Dimming Protocol – The control standards that vary the luminaire intensity.
0-10V Dimming – A unidirectional analog lighting control protocol. The 0-10V control applies
a voltage between 0 and 10 volts DC to vary intensity levels. Although there is no light output
when the voltage is at 0, power is still supplied to the luminaire. A switching device or separate
relay is required to turn the luminaires off.
Digital Addressable Lighting Interface (DALI) – A two-way digital control protocol that can
individually address each luminaire or control luminaire groups.
Disability Glare – Also referred to as veiling luminance, it is a luminance superimposed on the
retinal image that reduces its contrast. It is this veiling effect produced by bright sources or areas
in the visual field that results in decreased visual performance and visibility.
Discomfort Glare – Glare that produces discomfort but does not necessarily diminish visual
performance.
Driver (LED Driver) – A device composed of a power source and light emitting diode (LED)
control circuitry designed to operate and dim an LED light source.
Expressway – A divided highway with partial control of access.
Footcandle (fc) – A unit of illuminance. One footcandle is 10.7639 lux, which is the SI unit of
illuminance.
Flyover – A high-level overpass, built above main overpass lanes, or a bridge build over an at-
grade intersection.
Freeway – A divided highway with full control of access.
Freeway A – Roadways with great visual complexity and high traffic volumes. Usually this
type of roadway will be found in major metropolitan areas in or near the central core and will
operate at or near design capacity through some of the early morning or evening hours of
darkness.
Freeway B – All other divided roadways with full control of access.
Glare – The sensation produced by luminance within the visual field that is sufficiently greater
than the luminance to which the eyes are adapted to cause annoyance, discomfort, or loss in
visual performance (disability glare) or visibility.
High-Mast Lighting – Illumination of a large area by means of a group of luminaires that are
designed to be mounted in a fixed orientation at the top of a high mast light standard with lowering
devices, generally 70 feet or higher. New high mast lights are no longer installed by CDOT.
Illuminance (footcandle, fc) – The incident light falling on a surface such as roadway pavement.
The source of light may include the roadway luminaires, automobile headlights and other nearby
lighting equipment. Total illuminance at a point is a combination of all light sources that contribute.
Units in footcandles (fc).
Initial Illuminance (footcandle, fc) – The amount of horizontal illuminance on the pavement area
at the time the lighting system is installed, when light sources are new, and the luminaires are
clean; units in footcandles (fc).
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Isolated Interchange – A grade-separated roadway crossing with one or more ramp connections
between the crossing roadways, which is lighted and is not part of a continuous roadway lighted
system.
Isolated Intersection – A lighted area in which two or more non-continuously lighted roadways
join or cross at the same level.
Light Loss Factor (LLF) – A depreciation factor that describes the drop in light output over the
life of the system. The total LLF is determined by a combination of factors, such as lumen
depreciation and luminaire dirt depreciation.
Light Standard – A light pole, the supporting member for a luminaire.
Lumen (lm) – The luminous flux emitted within a unit solid angle by a point source (one steradian)
having a uniform luminous intensity of one candela (cd). See luminous flux.
Luminaire – A complete lighting device consisting of the light source, lens, reflector, refractor, 7-
pin receptacle, housing and such support as is integral with the housing. If the dimming driver is
located within the housing, it is considered integral and therefore part of the luminaire. The pole,
posts, and bracket or mast arm are not considered to be part of the luminaire.
Luminaire Efficacy – Efficacy is the lumen output of the luminaire divided by the total luminaire
power input expressed in lumens per watt. It is a measure of how energy efficient luminaires are
compared to alternative luminaires.
Luminaire Lumens – The amount of light delivered by the luminaire.
Luminance (candelas per square meter, cd/m2) – The luminous intensity of any surface in a
given direction per unit of projected area of the surface as viewed from that direction; i.e., the
apparent brightness of a surface.
Luminous Flux (lumen, lm) – A unit of measure of the quantity of light. One lumen is the amount
of light that falls on an area of one square meter, every point of which is one meter from a source
of one candela. A light source of one candela emits a total of 12.57 lumens. Light sources are
rated in terms of luminous flux.
Luminous Intensity (candela, cd) – The candela is the basic unit of light quantity. The candela
is historically related to the light emitted by a candle flame and was previously known as
candlepower. The candela can be thought of as the number of photons per second emitted by
the light source. (A photon is a subatomic particle with zero mass that carries the energy of light
and all other forms of electromagnetic energy.)
Lux (lx) – The SI unit of illuminance. One lux is equal to one lumen per square meter (lm/m 2),
10.7639 lux is equal to one footcandle (fc).
Maintained Illuminance (footcandle, fc) – The average level of horizontal illuminance on the
roadway pavement when the illuminating source is at its lowest output and when the luminaires
are in their dirtiest condition; expressed in footcandles for the pavement area. This is calculated
by multiplying the initial illuminance by a light loss factor.
Median – The portion of a divided roadway physically separating the traveled ways for traffic in
opposite directions.
Mesopic Vision – Vision with fully adapted eyes at luminance conditions between those of
photopic and scotopic vision. The range of adaptation is between 3.4 and 0.034 cd/m2.
Mid-Mast Lighting – Illumination of a medium area by means of a group of luminaires that are
designed to be mounted in a fixed orientation at the top of a mid-mast light standard, generally 40
feet to 70 feet high.
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Mounting Height (MH) – the vertical distance between the roadway surface and the center of the
apparent light source of the luminaire.
Nadir – Nadir is the lowest point on a sphere directly straight down.
Non-Continuous Lighting – When lighting is provided at key locations to improve visibility and
wayfinding.
Partial Interchange Lighting – A lighting system that provides illumination only of decision
making areas of roadways including: acceleration and deceleration lanes, ramp terminals,
crossroads at frontage road or ramp intersections, other areas of nighttime hazard.
Pedestrian Walkway – A public walk for pedestrian traffic, not necessarily within the right-of-way
of a vehicular traffic roadway. Included are pedestrian overpasses, pedestrian tunnels, and
walkways giving access through parks or block interiors.
Pedestrian Conflict Areas – Location with pedestrian-vehicle interaction. Three classifications
of pedestrian night activity levels and the types of land use with which they are typically associated
are given below:
High – Areas with significant numbers (over 100 pedestrians an hour) of pedestrians expected
to be on the sidewalks or crossing the streets during darkness. Examples are downtown retail
areas, near theaters, concert halls, and stadiums. High pedestrian activity is not anticipated
for any CDOT maintained areas, refer to ANSI/IES RP-8-18 for more information.
Anticipated Pedestrian Activity (Medium) – Areas where less numbers (10 to 100
pedestrians an hour) of pedestrians utilize the streets at night. Typical are downtown office
areas, blocks with libraries, neighborhood shopping, parks, and area with transit lines.
Minimal Pedestrian Activity (Low) – Areas with very low volumes (10 or fewer pedestrians
per hour) of night pedestrian usage. A low pedestrian classification can occur in any street
classifications but may be typified by suburban streets with single family dwellings, very low-
density residential developments, and rural or semi-rural areas.
Photopic – Photopic vision is our day vision. It is color vision provided by cones in the eye,
generally associated with adaptation to a luminance of at least 3.4 cd/m2.
Scotopic – Scotopic vision is our night vision when lighting is not present. It is black and white
vision provided by rods in the eye, and generally associated with adaptation to a luminance equal
to or less than 0.034 cd/m2.
Shoulder – A paved portion of the roadway adjacent to the edge stripe.
Sidewalk – A paved or otherwise improved area for pedestrian use, located within public street
right-of-way, which also contain roadways for vehicular traffic.
Signs, Political Boundary – Refer to the 2019 Guide Signing Policies and Procedures for
political boundary sign regulations.
Type 3 Sign – “Decorative” political boundary/ identification sign provided by the local
governments and installed within CDOT right of way.
Type 4 Sign – “Monument-like” political boundary/ identification sign provided by the local
governments and installed within CDOT right of way.
Small Target Visibility (STV) – a weighted average of the values of target Visibility Level over a
grid of points on an area of roadway for one direction of traffic flow. STV values are typically both
positive and negative over an area on the roadway. A value of 1.0 or below (positive or negative)
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indicates that the target is below threshold for a standard observer who is allowed a fixation of
0.2 seconds.
Spacing –The distance between successive luminaires, measured along the center line of the
installation (roadway, pathway, bridge, etc.).
Street Classification – The street classifications are based on varying levels of access and traffic
volumes as noted below:
Major – Principal roadway network for through-traffic flow. The routes connect areas of
principal traffic generation and important roadways entering and leaving the city. These routes
are often classified as “arterials”, “thoroughfares”, or “preferentials”.
Collector – Roadways servicing traffic between major and local streets. These are streets
primarily used for traffic movements within residential, commercial, and industrial areas.
Collector streets may be used for truck or bus movements and give direct service for abutting
properties.
Local – Local streets are used primarily for direct access to residential, commercial, industrial,
or other abutting property. They make up a large percentage of the total street system but
carry a small percentage of vehicular traffic.
Tunnel – An enclosure roadway for motor vehicle traffic with vehicle access limited to portals,
regardless of the type of structure or method of construction, that requires, based on the owner’s
determination, special design considerations that may include lighting, ventilation, fire protection
systems, and emergency egress capacity.
Divided Tunnel (Single direction bore) – A structure that consists of two separate
enclosures, each designed to accommodate one direction of traffic flow.
Undivided Tunnel (Bi-directional bore) – A structure which consists of a common enclosure
to accommodate traffic flow in both directions.
Underpass – A structure whose length and physical configuration do not substantially limit a
driver’s ability to see objects ahead.
Uniformity Ratio – Maximum uniformity ratios are used to judge the evenness of the light on the
road or sidewalk surface. The most significant uniformity ratios are average to minimum and
maximum to minimum.
Veiling Luminance Ratio – Luminance that is superimposed on the retinal image. This describes
how bright the light source is compared to the roadway surface. It is important in roadway lighting
since light source brightness can inhibit one’s ability to see details or objectson the pavement.
Viaduct – A long bridge-like structure carrying a road across a valley or other low ground.
Visibility – The quality or state of being perceivable by the eye. Visibility may be defined in terms
of the distance at which an object can be just perceived by the eye or it may be defined in terms
of the contrast or size of a standard test object, observed under standardized view-conditions,
having the same threshold as the given object.
 Lighting Design Guidelines
2020

AASHTO, Roadway Lighting Design Guide, American Association of State Highway and Transportation
Officials, Washington DC, 2005.
ANSI/IES, Recommended Practice for Design and Maintenance of Roadway and Parking Facility Lighting
8-18 Lighting for Exterior Environments. The Illuminating Engineering Society, New York, 2018.
FHWA, Lighting Handbook, Federal Highway Administration, Washington DC, 2012.
FHWA, Manual on Uniform Traffic Control Devices, Federal Highway Administration, Washington DC, 2009.
IES, Lighting Handbook, Tenth Edition, The Illuminating Engineering Society, New York, 2011.
IES, Recommended Practice 33-11 Lighting for Exterior Environments. The Illuminating Engineering
Society, New York, 2011.
IES, Technical Memoranda 12-12 Spectral Effects of Lighting on Visual Performance at Mesopic Lighting
Levels. The Illuminating Engineering Society, New York, 2012.
IES, Technical Memoranda 15-11 Luminaire Classification System for Outdoor Luminaires. The Illuminating
Engineering Society, New York, 2011.
IES, Technical Memoranda 21-11 Projecting Long Term Lumen Maintenance of LED Light Sources. The
Illuminating Engineering Society, New York, 2011.
IES, Lighting Measurements Testing and Calculation Grids 79-08 Electrical and Photometric
Measurements of Solid-State Lighting Products. The Illuminating Engineering Society, New York, 2008.