Chapter 12.

ROAD LIGHTING

12.1 Decision making criteria on road lighting . . . . . . . . . . . . . . . . . . . . . . 203

12.2 Project situations, types of lighting systems and lighting levels . . . . . . . 205
12.3 Lighting engineering calculations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 212
12.4 Lighting systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 216

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12.1. Decision making criteria on road lighting

12.1.1. Objectives
The fundamental objective of road lighting is to allow a secure and comfortable vision during the night. Such qualities may
protect, ease and improve motor traffic. An adequate use of public lighting as an operative instrument provides economic and
social benefits like:

a) Reduction in accidents at night- time, including human endangered lives and economic losses.
b) Help to police protection and safety of population.
c) Easier traffic.
d) Promotion of transport and travelling at night.

The aim of public lighting is to provide the driver with the necessary visibility to distinguish obstacles and road layout with
enough time to maneuver in order to guarante security, apart from providing the automobilist with visual comfort while driving.

12.1.2. Night- time driving and users’ visual capacity

The visual environment of an automobilist driving at night is basically formed by the roadway. Visibility of an obstacle located
on the roadway, will depend on the luminance difference between the obstacle and the background, constituted by the
roadway on which it may be seen. In the case of a light- coloured object on a dark background, its contrast is positive. However,
an object darker than its background is seen as a silhouette and its contrast is negative. Road lighting generally produces
negative contrasts for dark objects or obstacles or those with low reflectance.
Night- time driving implies a mesopic or twilight vision comprised in the interval between 10-3 and 3 or 4 cd/m2. It is
characterized by a reduction in visual sharpness and a diminution in contrast differential sensitivity. A high luminance contrast
threshold is necessary for obstacle visibility. Likewise, this kind of vision in night- time driving implies an important alteration in
distance judging (deficient binocular vision), a limited perception of lateral obstacles and, finally, rare and unusual chromatic
vision.
It must be taken into account that vehicle headlights only illuminate a limited area ahead of them, while public lighting provides
light to the road and its surroundings, opening the field of vision to the driver. This results in an approach to day- time light
conditions, which may be important in certain traffic or environmental circumstances.
On the other hand, differential sensitiveness to contrast for any same driver is more than three times higher in a road provided
with lighting (2 cd/m2), when compared with that provided by a vehicle traffic beam (0.2 to 0.3 cd/m2). Visual sharpness
during night- time driving evolves in such a way that for a driver on a road provided with lighting, visual sharpness becomes
two and a half times higher than for the same driver using only the vehicle dipped headlights. For night driving with a vehicle
dipped headlights (0.2-0.3 cd/m2), the efficacy of binocular vision is reduced to one third (1/3) of that reached during the
day. Consequently, distance perception and judgment decreases considerably, implying a higher risk of accidents.

12.1.3. Decision making criteria for the need of road lighting

A selection of possible road segments must be conducted in order to determine which should be provided with public lighting.
There is a need, then, for establishing factors and criteria which will determine the introduction of such installations.
Factors influencing lighting
Some factors to take into account when implementing public lighting are the following:

1. Road type (motorways, dual carriageways, express roads or conventional roads), its location and its layout.
2. Conflict areas, such as crossroads, complicated crossings and special parts.
3. Traffic intensity and composition.
Lighting installation criteria in road segments recommend to bear in mind factors influencing the need for lighting, as well as
considering situations in which due to traffic intensity, only the car dipped headlights can be used for a long period of time.
In conventional roads, changes from full lights to dipped lights in order to avoid glares must be done at an approximate

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distance of 500 m. between vehicles circulating in opposite directions. Therefore, the maximum number of vehicles driving
with full headlights per hour, at an average speed of 75 Km/h., is that of 150. This number is equivalent to a total of 300
vehicles per hour during the night on a straight stretch.
Chart 1 offers guiding criteria by indicating values for traffic daily average intensity (IMD) that may be adopted to take into
account the possibility of road lighting.
Likewise, in order to avoid the so-called "black hole" effect, it would be convenient to consider lighting stretches between
merging areas whose distance is inferior to 6 Km. in separate carriageway roads, and to 2 Km. in single carriageway roads.
Besides, it would be advisable to bear in mind those road stretches where there exists a considerable percentage of accidents
during the night when compared to daytime conditions.

Road type Minimum IMD to illuminate (Veh/hour)

Conventional roads 12 000
Motorways and dual carriageways 22 000
Intersections 4 000
Merging areas 7 000

Chart 1. IMD limit values recommended for lighting.

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12.2. Project situations, types of lighting systems and lighting levels

12.2.1. Project situation classification

Regarding present recommendations, the following situations compiled in Chart 2 must be considered.

PROJECT SITUATION CLASSIFICATION

Types of users Project
Road type
M S C P situations
Roads with separate carriageways, flyovers and access control
(motorways, expresss roads). A1
Two- way circulation road and access control (express roads) M
Urban traffic routes with no separation for walkways or cycle paths. 0 A2
Access roads and by- passes. Restricted urban traffic routes. 0 0 0 A3

TYPES OF USERS
Main user M Motor traffic
0 Other permited users S Slow moving vehicles
Excluded users C Bicyclists
P Pedestrians
Chart 2

12.2.2. Lighting class selection

Once the project situation has been established according to Chart 2, lighting class is chosen. It must satisfy the illumination
needs required for the mentioned project situation.
The following lighting classes ME series are defined for roads on dry conditions: ME1, ME2, ME3 (a, b) and ME4 (a, b). These
are established from greater to lesser need of lighting levels.
Each ME series lighting class comprises the following lighting levels:

- Road surface average luminance.

- Luminance overall uniformity.
- Luminance longitudinal uniformity.
- Disability glare (increase in threshold contrast).
- Environmental ratio (lighting of roadway adjacent areas).

Chart 3 includes lighting classes corresponding to A project situations.

Chart 4 comprises a total of 4 lighting classes ordered from greater to lesser lighting engineering need, expressing the levels
as minimum values in service. This means with maintenance of installation, except for the threshold increment TI which is
maximum initial value. In turn, ME3 and ME4 lighting classes are divided into a and b, whose difference lies in their longitudinal
uniformity.

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LIGHTING CLASSES FOR TRAFFIC ROADS

PROJECT TYPES OF USER LIGHTING

SITUATIONS CLASS*
– Roads with separate carriageways, crossings at grade and access control (highways,
motorways):
• Traffic density and complexity of road layout:
High (IMD) > 25,000 ME 1
Medium (IMD) – Between 15,000 and 25,000 ME 2
Low (IMD) < 15,000 ME 3a
A1

– Two- way circulation roads and access control (high speed roads):
• Traffic density and complexity of road layout:
High (IMD) > 15,000
Medium and low (IMD) < 15,000 ME 1
ME 2
– Urban traffic routes with no separation for walkways or cycle paths. ME 1

A2 • Traffic density and complexity of road layout. ME 2

• Traffic control and separation of different user types. ME 3a
• Specific parameters. ME 4a
– Distributor roads and by- passes. ME 1
– Intercity roads with no access control. ME 2
A3 • Traffic density and complexity of road layout. ME 3b
• Traffic control and separation of different user types. ME 4a
• Specific parameters. ME 4b
* For all project situations (A1-A2 and A3), whenever nearby areas are light (light backgrounds), all traffic roads will increase their exigencies to that of
their immediately above lighting class.

Chart 3

Luminance is expressed in cd/m2, whereas uniformities, understood as a ratio between luminances, lacks a unit. Disability glare
appears as a percentage, and again, the environmental ratio also lacks units because it is a quotient between luminances.
From the point of view of lighting engineering, the most interesting project situations are the ones belonging to group A-1.
Situations for A-2 and A-3 lighting class are treated in a more general way.
For A1 project situation, Chart 3 summarizes the specific kind of lighting to be adopted, depending only on traffic intensity and
road layout complexity.
For the rest of project situations A2 and A3 there are several options to choose the kind of lighting. In each case, it is selected
according to traffic intensity and road layout complexity, traffic control and separation of different kinds of users, as well as
dominant specific parameters, specified below:
A2 project situation. Dominant parameters:
- Crossroad type (merging areas, intersections).
- Number of junctions.

A3 project situation. Dominant parameters:

- Roadway separation.
- Crossroad type (merging areas, intersections).
- Number of junctions.

12.2.2.1. Lighting engineering requirements for project situations

In Chart 4, lighting levels corresponding to each ME series lighting class are detailed.

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LIGTHING CLASSES ME SERIES

ROADWAY SURFACE LUMINANCE IN DRY DISTURBING SURROUNDINGS
CONDITIONS GLARE LIGHTING
LIGHTING CLASS* Average Overall Longitudinal Threshold Surrounding
luminance uniformity uniformity increase ratio
Lm (cd/m2) U0 U1 * TI (%)** SR***
ME1 2.00 0.40 0.70 10 0.50
ME2 1.50 0.40 0.70 10 0.50
a 0.70
ME3 b 1.00 0.40 0.60 15 0.50
a 0.60
ME4 b 0.75 0.40 0.50 15 0.50

*The levels for the chart are minimum values in service with maintenance of the lighting installation, except for TI, which are maximum initial values. In order
maintain such service levels, a depreciation factor not greater than 0.8 must be considered, depending on luminaire type and degree of pollution in the air.
** When low luminance level sources of light are used (fluorescent tubes and low pressure sodium), a 5% threshold increase (TI) is allowed.
*** The surround ratio SR must be applied to those traffic roadways where there are not other adjacent areas to the roadway with their own requisites.

Chart 4

12.2.2.2. Road lighting for wet conditions

In the particular case of wet roadways, the surface reflects light in a more specular or directed way than in a diffuse
one (same luminance in all directions in space). Roadway luminance uniformity is lessened negatively affecting
obstacle visibility on the road.
In those geographic areas where rain intensity and persistence provokes the roadway surface to be wet during a
significant part of night- time hours, criteria shown in Chart 5 will be taken into account. For these recommendations,
as an orientation, areas with an average higher than 100 rainy days in a year fall within this category. In these cases,
calculation of luminances overall uniformity will be done according to the method described in the publication CIE
nº 47 (1979), bearing in mind the photometric features of normalized pavements in that case.

LIGHTING CLASSES MEW SERIES

ROADWAY SURFACE LUMINANCE IN DRY AND WET CONDITIONS

DISTURBING SURROUNDINGS
WET GLARE LIGHTING
DRY ROADWAY
LIGHTING CLASS ROADWAY
Average Overall Longitudinal Overall Threshold Surrounding
luminance uniformity uniformity uniformity increase ratio
Lm (cd/m2) U0 U1 * U0 TI (%) SR
MEW1 2.00 0.40 0.60 0.15 10 0.50
MEW2 1.50 0.40 0.60 0.15 10 0.50
MEW3 1.00 0.40 0.60 0.15 15 0.50
MEW4 0.75 0.40 — 0.15 15 0.50

* This criterion is not restrictive but may be applied, for example, to motorways, dual carriageways, two- way traffic single carriageways with access control.

Chart 5

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12.2.2.3. Conflict areas

Conflict areas may be defined as such due to the complexity of vision and maneuver problems that vehicles
circulating on it have. Some examples are:

- Junctions (merging areas and intersections), and traffic circles.

- Areas where the number of lanes is reduced or the roadway width is decreased.
- Areas where new lanes are merging.
- Underpasses.
- Overhead crossings.

Likewise, conflict areas are those sectors with great difficulty because of a high presence of pedestrians, cyclists or
other users of the roadway or lanes.
Lighting installation must reveal or stress the conflict area, as well as all its characteristics, such as position of kerbs,
pavement markings, different delineations, traffic directions, etc. Following the same policy, the presence of
pedestrians, cyclists, obstacles, other vehicles and their movement in the surroundings of the conflict area must be
made evident.

a) Luminance criterion
Whenever possible, luminance criteria, overall and longitudinal uniformities, disability glare and environmental ratios
defined for different lighting classes, will be applied to conflict areas. In all cases, lighting class defined for the conflict
area will be one degree higher than the degree of the roadway to which such a conflict area corresponds. For
example, if a road is to be provided with an ME4 lighting class, a conflict area included in its route will need an ME3a
lighting class. If several lanes meet in a conflict area, as it may happen with crossroads, the lighting class will be a
degree higer than the degree of the roadway that has the highest lighting class.

b) Illuminance criterion
Only when luminance criteria cannot be applied, will illuminance criteria be used. This situation may take place when
the sight distance is lower than 60 m. (minimum value used for luminance calculation), and whenever the observer
may not be properly located due to convolution and complexity of road layout.

In such situations, lighting criteria will be applied by means of average illuminance and its uniformity, which
correspond to the CE series lighting classes (Chart 6). Limitations of glare or lighting pollution control, represented
by G series intensity classes (Chart 7), will also be observed.

LIGHTING CLASS CE SERIES

HORIZONTAL ILLUMINANCE
LIGHTING
Average Illuminance Average Uniformity
CLASS*
Em (lux) Um
CEO 50 0.40
CE1 30 0.40
CE2 20 0.40
CE3 15 0.40
CE4 10 0.40
CE5 7.5 0.40
* The levels of the chart are minimum values in service with lighting installation maintenance. In order to keep
such service levels, a depreciation factor not lower than 0.8, depending on luminaire type and air pollution
degree, must be considered.

Chart 6

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According to Chart 8, ME and CE lighting classes, with identical numbers (for example CE3 and ME3), have a similar
lighting level. When the illuminance criterion is used, lighting class defined for the conflict area will be one degree
higher than that of the corresponding conflict area road. For example, if a road is attributed an ME2 lighting class, a
CE1 lighting class would correspond to a conflict area included in it.
Supposing there is a conflict area in which there is an ME1 lighting class road merging, the conflict area will continue
also as an ME1 lighting class or its equivalent, CE1. When this conflict area offers special complexity and a high risk
of accidents, in the worst situation and circumstances, a CE0 (50 lux) lighting class will correspond to such an area
or its similar luminance level of 3.3 cd/m2. For intermediate situations, lighting classes ranging between the CE1 and
CE0 interval may be adopted, corresponding to illuminance levels of 35, 40 and 45 lux or their similar values of 2.3,
2.7 and 3 cd/m2, respectively.
Conflict areas whose sidewalks or shoulders are not provided with a specific lighting, this will be considered as a
lighting level of, at least, 50% of that foreseen for the roadway.

INTENSITY CLASSES G SERIES

MAXIMUM INTENSITY
INTENSITY CLASS (cd/Klm)** OTHER REQUIREMENTS
At 70° * At 80° * At 90° *
G1 — 200 50 None.
G2 — 150 30 None.
G3 — 100 20 None.
G4 500 100 10 Intensities above 95° must equal zero.
G5 350 100 10 Intensities above 95° must equal zero.
G6 350 100 0 Intensities above 95° must equal zero.

** Any direction formed by the specified angle from the vertical downwards, with the luminance installed for its working.
** All intensities are proportional to lamp flux for 1 000 lm.
NOTE: Intensity classes G1, G2 and G3 coresspond to «semi cut-off» and «cut-off» photometric representations, concepts traditionally used for lighting
requirements defined in section 7.5.2. Intensity classes G4, G5 and G6 designate luminaires with very strong «cut-off» distribution, like for example,
luminaires with glass flat closing, in any position near the horizontal of the opening or the horizontal position strictly.

Chart 7
When an exhaustive requirement on glare limitation or light pollution control is needed, intensity classes G1, G2 and
G3 may be adopted. Supposing the conflict area typology, due to its configuration, complexity and potential
dangerousness, requires a greater glare limitation or light pollution control, only G4 and G5 intensity classes can be
chosen. Only under extreme circumstances, will G6 intensity class be mandatory.

12.2.2.4. Layout losses

Nowadays, there are no methods to quantify visual guidance provided by the installation of lighting on motor traffic
roads. Nevertheless, there are certain practical considerations which may be helpful when there are layout losses.
It is obvious that for safe driving, road layout, edges, possible crossroads and any other conflict area must be perfectly
visible. Lighting must contribute to achieve this goal, and so, the following points must be carefully considered:
- Lighting must increase road visibility with regard to adjacent areas and visibility of vertical, horizontal signaling and
beacons.
- Disposition of aiming points (luminaires) must allow detection of road layout, crossroads and other conflict areas
beofre reaching them, marking the route.
- Change in the source of light of a different colour compared to the colour of the traffic road at junctions,
intersections, traffic circles, by-passes and conflict areas where the ratio between night- time and day- time accidents
is high. This helps visual guidance.
Regarding vision of horizontal signalling, and pavement markings, to be exact, the essential point is to secure good
visibility at night, as well as for wet roadway conditions. In this case, rows of luminaires, retro reflective post mounted

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delineators and contrasting pavement markings, being over the roadway water film caused by rain, maintain visibility
provided by road lighting and vehicle own headlights, preserving visual guidance and road security.

12.2.3. Reference area

Defined as part of the public working area, under consideration or study, several assumptions must be made according to
project situation groups specified below.
A project situation groups
The reference area will be constituted by the totality of the motor traffic roadway width, between its edges. For double
carriageway roads, the reference area will be formed by the total width of both roadways including the central reservation
between the two of them, unless their width is such that each roadway may be considered separately. The width of their
adjacent bands for the SR surrounding ratio, will be equal, at least, to the width of a traffic lane, 5 m width if possible. A specific
requirement will be the application of such ratio around the roadway adjacent bands, according to the ME series lighting classes
(Chart 4), MEW series (Chart 5) or CE series (Chart 6).
If there are parallel roads next to the motor traffic road, there are two alternatives:

1) Consider the total area

The reference area will be formed by the width of the motor traffic roadway, including parallel roads between their extreme
edges.
2) Consider the roadway and the parallel roads separately
The reference area of the motor traffic road will be exclusively the width of the roadway.
The reference area of the parallel road will be only its width. For cycle paths and pedestrian areas, the reference area, apart
from the width of such roads or lanes, must include 2 m. on each side.

12.2.3.1. Lighting classes with similar lighting levels

For all project situations or A traffic roads, lighting engineering levels must be specified for each reference area. The
difference between two adjacent areas should not be greater than two comparable lighting classes or those of a
similar lighting level, as established in Chart 8.
Once lighting levels of the ME, MEW and CE lighting classes series have been detailed, Chart 8 establishes lighting
classes with similar lighting level for such series.

LIGHTING CLASSES WITH SIMILAR LIGHTING LEVEL

COMPARABLE BY COLUMNS
ME 1 ME 2 ME 3 ME 4 ME 5 ME 6
MEW 1 MEW 2 MEW 3 MEW 4 MEW 5
CE 0 CE 1 CE 2 CE 3 CE 4 CE 5
For ME/MEW classes r-chart C 2 roadway surface reflectance
(Publication CIE nº 66)

Chart 8

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12.2.4. Lighting class temporal variations

In order to save energy in all project situations, lighting class may be momentarily changed to another one with an inferior level
of lighting engineering at certain hours at night during which traffic intensity is fundamentally lower. This can be done by means
of the corresponding regulation of the lighting level system. Lighting class temporal variations should not be done in conflict
areas . When lighting level is reduced, that is to say, it is changed from one lighting class to another at a certain hour, (midnight
lights out), changes will be such that, if average luminance is reduced to a lower class (for example, go from M2 to M3), glare
and luminance uniformity criteria established in Chart 4 must be observed.

12.2.5. High mounting support lighting

This name is given to lighting through aiming points whose mounting height is higher than 16 m., and whose maintenance
cannot be performed with a vehicle provided with a hydraulic basket.
This system is used each time the use of lighting conventional solutions is not satisfactory, due to the handling of supports
and to the difficulty of their installation in their corresponding location.
Lighting by means of high mounting supports is related to lighting of large surfaces, and is usually applied, in the following
situations, among others:
- Complex motorways, dual carriageways or road junctions.
- Traffic circles.
- Toll areas.

Lighting installation by means of high mounting supports is a solution when the installation of classic shafts or columns
originates problems in the surroundings, such as:
- Loss of perspective and level separation between supports (crossroads of motor traffic roads at different levels).
- Dimensioning problems (large areas), or aesthetics and visual guidance confusion (multiplicity of supports).

For this type of lighting the most frequent installation heights are 30 and 35 m. supports, even though in concrete situations
like complex crossroads, they may be higher than 40 m. The number of lighting sources will be reduced as much as possible,
by using discharge lamps with high lighting efficacy and potency. Luminaires provided with a conventional, adjustable or
specific optical system as well as floodlights may be installed, always paying attention to convenient solutions to achieve the
established goals.
In order to perform maintenance operations, accessibility to luminaires, control gears and lamps will be done by means of
fixed scales attached to the supports, up to a height of 20 m. For higher columns, the installation of an impeller system is
convenient.
In order to decrease glare, the tilt angle of floodlight maximum intensity will amount to 65%, limiting, as far as possible,
intensity values above this angle. Besides, the installation of grids or other antiglare devices may also be contemplated.

LIGHTING WITH HIGH SUPPORTS. LIGHTING CLASSES

LIGHTING
DESCRIPTION OF ROAD TYPE
CLASSES
Very complex crossings with high traffic density and complex
CE 0
road layout and field of vision
Complex crossings, traffic circles CE 0
CE 1
Toll areas CE 2

NOTE: In lighting situations corresponding to very complex crossings with high traffic density and complex road
layout and field of vision, in some special cases, luminance average uniformity will be 0.5.

Chart 9

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12.3. Lighting engineering calculations

12.3.1. Luminance calculation of lighting installation

12.3.1.1. Method
Luminance at a point of the roadway is calculated using the following formula:

L=

E Ι (c, γ) · r (β,h tgγ) R (cm/m )
2
2

where the sum (
) comprises, in theory, all luminaires in the installation. Luminous intensity values (I(c,)) and
reduced luminance coefficient (r(, tg)) are obtained by square interpolation of the luminaire intensity matrix and
the pavement reflection chart. Lastly, variable h is the luminaire maximum height (Fig. 1).

Observer

α
β
δ P
s

Figure 1. Luminance at a point.

Calculated luminance values are influenced by the maintenance factor as decreasing, which takes into account the
lamp luminous depreciation caused by dirtiness. In all calculations, a value lower or equal to 0.8 will be adopted,
depending on luminaire type and local degree of atmospheric pollution.

12.3.1.2. Hypothesis
The following sections are applicable to straight roadway stretches or large radius curves (radius >= 300 m.). In
another kind of configuration, each case will be studied separately, applying certain criteria for special situations.
Moreover, as it has already been indicated, calculations are established for pavement in dry conditions.

12.3.1.3. Selection of calculation lattice

The lattice calculation is the set of points in which luminance values will be calculated. In a longitudinal sense, the
lattice will cover the stretch of roadway between two consecutive luminaires in the same side.
In a transversal sense, it must comprise the width defined for the reference area.
Calculation points will be distributed as shown in Fig. 2 and their number will be:

- From a longitudinal point of view: 10 points for separations between luminaires lower than 50 m., or the least

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number of points that will provide distances equal or inferior to 5 m. between them, for separations between
luminaires higher than 50 m.
- From a transversal point of view: 5 points per lane, one of them located in its center. The two most external points
will remain inside the roadway, with respect to its edge, at 1/6 of the lane width.

Luminaire Luminaire

a/2

a/6

: Lattice point

Figure 2. Calculation lattice.

12.3.1.4. Observer’s position

a) Height: 1.5 m. over the roadway surface.
b) Longitudinal situation: At 60 m. from the first transversal line of calculation points.
c) Transversal situation:
- For the calculation of average luminance and overall uniformity, the situation will be at 1/4 of the roadway total
width, measured from the right edge of the roadway.
- For the calculation of longitudinal uniformity, for roads with traffic in two directions, the situation will be in the center
of each of the lanes of the direction under study.

12.3.1.5. Number of luminaires

The number of luminaires that contribute to luminance of a calculation point must be restricted to those previously
located at five times their mounting height, and at twelve times their mounting height, in the circulation sense.
Likewise, as for luminaires placed in a transversal way to the direction of circulation, only those which are at 5 times
less than their mounting height will be taken into account.

12.3.1.6. Calculations
- Average luminance: luminance average value calculated in the lattice points.
- Overall uniformity: quotient between the minimum luminance calculated in a lattice point and its average
luminance.
- Longitudinal uniformity: for each of the lanes, it is obtained by dividing minimum and maximum exact luminance
calculated on the axis of the lane.

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12.3.2. Calculation of horizontal illuminances

12.3.2.1. Method
Horizontal illuminance at a point of the roadway is calculated using the following formula:

E Ι (c, γ) · R
cos3 γ
E= (lux)
h2

γ being the angle formed by the direction of incidence at the point with the vertical (Fig. 3). The sum (∑) comprises,
in theory, all luminaires in the installation.

dφ
E=
a dS

I
h
γ
P

Figure 3. Illuminance at a point

Illuminance calculations, as that of luminances, will be affected by a maintenance factor lower or equal to 0.8,
depending on the type of luminaire and the local degree of atmospheric pollution.

12.3.2.2. Selection of calculation lattice

The same as described in section 12.3.1.3 will be used.

12.3.2.3. Number of luminaires

Illuminances produced by luminaires will accumulate in the lattice points little by little, evolving from the closest to
the furthest ones, up to a point in which a luminaire will not produce a level higher than 1% of the accumulated
value in any of the lattice points.

12.3.2.4. Calculations
- Average illuminance: average value of illuminances calculated in the lattice points.
- Average uniformity: quotient between minimum illuminance calculated at a point of the lattice and average
illuminance.
- Extreme uniformity: quotient between minimum and maximum illuminances calculated at a point of the lattice.

12.3.3. Disability glare calculation

12.3.3.1. Method
It is based on the calculation of veiling luminance:

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Eg
Lv = 3 · 10-3 · Σ (θ ) 2 (cd/m2)

where Eg (lux) is the illuminance produced by the eye in a plane perpendicular to the line of vision, and θ (rad) is
the angle between the direction of light inciding in the eye and the observation direction. The sum (
) is extended,
in principle, to all luminaires of the installation (see 12.3.3.4.).
The increase of the perception threshold is calculated according to the following formula:

Lv
TI = 65 · ... (in %)
(Lm)0.8

which is a valid formula for roadway average luminances (Lm) between 0.05 and 5 cd/m2.

12.3.3.2. Shielding angle

For disability glare calculation purposes, luminaires whose observation direction forms an angle greater than 20° with
the vision line will not be considered, since they are shielded by the roof of the vehicle.

12.3.3.3. Observer’s position

a) Height: 1.5 m. over the roadway surface.
b) Longitudinal situation: in such a way that the closest luminaire to be considered in the calculation will formed
exactly a 20° angle with the vision line. For staggered dispositions, two different calculations will be done (with the
first luminaire on each side at 20°). The highest value of the two will be the result provided.
c) Transversal situation: at 1/4 of the roadway total width, measured from its right edge.
d) Observation point: The observer always looks at a point on the roadway placed at 90 m. in front of him, in the
same transversal situation in which he finds himself.
ne

Ig
p la
ing
d
iel

20º
Sh

α=1º
θ

W
1/4W

Figure 4. Observer’s position.

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12.3.3.4. Number of luminaires

All luminaires placed at less than 500 m. from the observer are considered to contribute to disability glare.

12.3.3.5. Calculations
- Veiling luminance: for each row of luminaires, the closest one is first considered, progressively driving away and
accumulating veiling luminances produced by each of them until their individual contribution is lower than 2% of the
accumulated one. The maximum is up to luminaires located at 500 m. from the observer. Finally, veiling luminance
of all rows of luminaires will be summed.
- Increase in perception threshold: it will be calculated with veiling luminance values obtained according to 12.3.3.1.
and with average luminance according to 12.3.1.6.

12.4. Lighting systems

12.4.1. Distribution of aiming points in crossroads, traffic rounds and curves

In crossroads and intersections lighting levels will be those established for conflict areas and, at least, from a 10 to 20% higher
than those corresponding to the road class whose lighting level is higher between those that merge in the same point.
Consequently, the situation of aiming points will be ideal in order to achieve such mentioned levels. By way of an example,
ground plan dispositions are indicated in Figs. 5 and 6.
Walkway

Walkway

Walkway Walkway
Roadway

Walkway

Figure 5
Walkway

Walkway

Roadway
Walkway
Walkway

Figure 6

H mounting height of aiming points (Figs. 7 and 8) must be equal to that of the points of the main road that merges in the
traffic round to be illuminated. In case the central area of the traffic round lacks lighting higher or equal to 1.5 times the main
roadway average illuminance, supplementary lighting will be required.

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Roadway
ay
lkw

Wa
Wa

lk
wa
y
ay Ro
ad
a dw wa
Ro Walkway y

Figure 7

Roadway
ay
lkw

Wa
Wa

lk
wa
y
y Ro
wa ad
ad Walkway wa
Ro y

Figure 8

If the central part of the traffic round has a diameter lower than 18 m., a special aiming point in a column or multiple arm
shaft will be installed in its center (Fig. 7). If its diameter is greater than 18 m. or it has trees in the center, aiming lights will
be placed in the prolongation of the circulation axis (Fig. 8).
With regard to installation of aiming points in curves and in relation to lighting, curve stretches are considered those whose
radius is inferior to 300 m. When their radius is greater than such a figure, they will be considered as straight stretches.
If the width A of the traffic road is lower than 1.5 times its mounting height H, aiming points must be installed in the outer
part of the curve, locating an aiming point in the prolongation of the circulation axis (Figs. 9 and 10). Separation between
aiming points will be inversely proportional to the radius of the curve, varying between 3/4 and 1/2 of the calculated average
separation of a straight stretch of such a traffic road.
For traffic roads whose width is greater than 1.5 times their mounting height H, the installation of aiming points must be two-
sided coupled. In any case staggered distribution must be avoided.

Walkway
Roadway
Roadway

Figure 9

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Wa
lkw
Ro

ay
ad
wa
y
Wa
lkw
ay
Figure 10

12.4.2. Installation of aiming points in straight stretches

For traffic roads in straight stretches, five basic types of distribution of aiming points will be considered.

12.4.2.1. One- sided

When aiming points are situated in a single side of the traffic road (Fig. 11). It will generally be used when the A
width of the roadway is equal or inferior to the mounting height H of the luminaires.

Walkway

H
Roadway A

Walkway
A

Figure 11. One- sided installation.

12.4.2.2. Two- sided staggered

When aiming points are located in both sides of the traffic road staggered or alternate (Fig. 12). It will generally be
used when the A width of the roadway is 1 to 1.5 times the mounting height H of the luminaires. The 1 to 1.3 H
interval is ideal.

Walkway

H Roadway A

Walkway
A

Figure 12. Two- sided staggered installation.

12.4.2.3. Two- sided coupled

When aiming points are located in both sides of the traffic road, one opposing the other (Fig. 13). It will generally be
used when the A width of the road is greater than 1.5 times the mounting height H of the luminaires. It is more
adequate to use it when the width is greater than 1.3 times the height H.

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Walkway

H Roadway A

Walkway
A

Figure 13. Two- sided coupled installation.

12.4.2.4. Central or double row

In traffic roads with a central reservation between the two directions of traffic, aiming points will be installed in double-
armed columns or shafts, located in the central reservation, when its width ranges between 1 and 3 m. (Fig. 14).

Walkway

Direction of traffic
Roadway

Central reservation b

Direction of traffic
Roadway

Walkway

Figure 14. Installation for values 1 < b < 3 m.

For central reservations, wider than 3 m., double-armed shafts will not be used. In any case, their disposition will be
studied as if we were talking of two separate and independent roadways, giving rise to the installation of the following
figures. Fig. 15 is recommended over Fig. 16, since drivers are incited to circulate always on the traffic lane nearest
to the central reservation (left lane).

Walkway

Direction of traffic
Roadway

Central reservation b

Direction of traffic
Roadway

Walkway
Figure 15. Installation for any b value.

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 Chapter 12. ROAD LIGHTING

Walkway

Direction of traffic
Roadway

Central reservation b

Direction of traffic
Roadway

Walkway
Figure 16. Installation for values b > 3m.

12.4.2.5. Catenary
Aiming points are fixed axially to the catenary longitudinal cables, lying between two solid supports installed in the
central reservation and located at a great distance one from the other, at about 50 to 100 m. (Fig. 17).

Figure 17. Catenary installation.

This type of distribution has a very serious inconvenience which is that aiming points are easily moved by the action
of the wind, losing some of their effectiveness.

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12.4.2.6. Combined groupings

Different combinations of the five basic dispositions (one- sided, staggered, two- sided, central and catenary) may
be used. For example, in two roadway roads with a central reservation, it is usuall to combine central and two- sided
installations in opposition (Figs.18 and 19).

Walkway

Slow moving traffic roadway (2 lanes)

Direction of traffic

Central reservation
Direction of traffic

Fast moving traffic roadway (3 lanes)

Central reservation

Fast moving traffic roadway (3 lanes) Roadway

Direction of traffic

Central reservation
Slow moving traffic roadway (2 lanes)
Direction of traffic

Walkway
Figure 18. Combined grouping.

Walkway
Slow moving traffic roadway
Direction of traffic

Central reservation

Direction of traffic

Fast moving traffic roadway

Direction of traffic

Central reservation

Slow moving traffic roadway

Direction of traffic

Walkway
Figure 19. Combined grouping.

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12.4.3. Disposition of aiming points in elevation

For disposition of aiming points in elevation, the height adopted will be mounting height H chosen in lighting engineering
calculations. However, there are special instances in which mounting height must be fixed according to other concepts, as it
happens with traffic roadways with trees near the edges.
If trees have an enormous size, they can be cleared up to a height of 8 or 10 metres. Luminaires will be placed at such height
(Fig. 20).

8 - 10 mts.

Figure 20. Elevation of enormous trees.

If trees have a small size, luminaires will be placed at a height of 12 to 15 metres (Fig. 21). In any case, it is convenient to
give trees an adequate pruning periodically.

12 - 15 mts.

Figure 21. Elevation of small trees.

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12.4.4. Disposition of aiming points in intersections

12.4.4.1. Intersections in right angle with two illuminated roadways

Two cases must be distinguished for this type of intersections: whenever motor traffic on roadways is not canalized
(Figs. 22 to 25), and whenever motor traffic on only one of the roadways is canalized by means of small directional
traffic islands (Fig. 26).
When motor traffic on roadways is not canalized, the problem must be tackled by combining installations
recommended for each type of lighting (one- sided, staggered, double row, two- sided, etc.), as represented in Figs.
22 to 25.
Aiming points drawn in intersections in white serve as the basis for installing the rest.

e1
e1' < e1

e e' < e e

e = normal separation
e' = reduced separation
e1

Right angle intersection: Recommended installation on

two roadways with one- sided lighting

Figure 22
e1

e e' < e e
e1' < e1

e = normal separation
e' = reduced separation
e1

Right angle intersection: Recommended installation on two

roadways with staggered lighting

Figure 23

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e1
e e' < e e

e1' < e1
e = normal separation
e' = reduced separation

e1
Right angle intersection: Recommended installation on two roadways
with one- sided and two- sided lighting

Figure 24 e1

e e' < e e
e1' < e1

e = normal separation
e' = reduced separation
e1

Right angle intersection: Recommended installation on roadways

with staggered and two- sided lighting

Figure 25

In the second case, when motor traffic in one of the roadways is canalized by means of small directional traffic islands
whereas, traffic is not in the other, (Fig. 26), the installation of aiming points must begin with the roadway provided
with traffic islands, which will be studied separately. The installation of aiming points will begin from the intersection,
reducing the separation between these and continuing with the roadway with canalized traffic, adopting any of the
adequate installation systems (one- sided, staggered, double row, two- sided, etc.).

The origin of locating aiming points for roadway lighting wherever traffic is not canalized by means of traffic islands
will be also tackled at the intersection, adjusting aiming points as established for the other roadway, and continuing
with an adequate placing of aiming points bearing in mind the roadway characteristics (one- sided, staggered, double

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row, two- sided, etc.).

Eventually, lighting in the center of the intersection may be reinforced by installing more powerful aiming points, by
adopting more powerful lamps or installing two luminaires in every aiming point or support.

"X"- shaped intersection: It may turn useful to provide

circled aiming points with more power

Figure 26

12.4.4.2. "T"- shaped intersections between two illuminated and partially canalized roadways
This type of intersections (Fig. 27) establishes an installation of aiming points recommended so that users who arrive
from the merging roadway are able to see an illuminated background ahead of them.
This is not the only possible solution, though. Depending on local conditions, it may be possible to reduce the
number of aiming points, using others of a higher potency and height installation (Fig. 28).

"T"- shaped intersection: Installation example. Double lined areas

represent the visual guidance effect that must be provided by lighting.
It may turn useful to provide circled aiming points with more power.

Figure 27

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60 m.

"T"- shaped intersection: Installation example with aiming points of more power
and of height supports than those of figure 13.27. Aiming point of 18 m.
with 4 luminaires. Aiming point of 18 m. with 2 luminaires. Aiming point of 12
m. with 1 luminaire. Aiming point of 12 m. with 2 luminaires

Figure 28

12.4.4.3. "Y" or "T"- shaped intersections between two roadways totally canalized
In the proximity of such intersections, generally both traffic directions for vehicles are separated by large directional
traffic islands, along which the layout of aiming points is one- sided (Fig. 29).
Likewise, more powerful and aiming points of a greater height may be placed (Fig. 30).

"Y" or "T"- shaped intersection: Example of a one- sided installation on

two important roadways totally canalized by means of traffic islands

Figure 29

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.
50 m
.
50 m
.
50 m
.
50 m

"Y" or "T"- shaped intersection: Example of a one- sided installation with

aiming points of more power and height than those of figure 13.29

Figure 30

12.4.5. Vegetation
Understanding and cooperation between vegetation and lighting is required so that neither interferes with the job or function
performed by the other.

luminaire

A
Mounting height

Pruning line
M

Pruning line Tree pruning

angle "A" height
70° M = 0.36 D
75° M = 0.26 D
80° M = 0.17 D
Figure 31

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The selection of the type of shrub or tree must be based on those which leave enough free space for lighting with minimum
interference between both of them. These selections may include trees with stylized, spherical or normal forms. In most cases,
a good pruning service may solve any problem between trees and road lighting.
It must be highlighted that even in installations with a great mounting height, it is not necessary to prune all trees up to the
luminaire height. It is only necessary to prude those branches which fall below the useful luminous beam (Fig. 31). Leafiness
of trees located between the luminaire and the objects, may serve the purpose of trimming and distinguishing silhouettes in
an intentioned way. At the same time, it helps to reduce luminaire direct glare on possible observers or drivers. This advantage
is particularly important in roads with local traffic and residential areas, where relatively high inter- distances, together with high
potencies and angles approaching the horizontal are required.

12.4.5.1. Criteria and design compromises

To minimize lighting interferences with trees, there are certain types of compromises which may be applied to lighting
systems. Regarding this respect, possible variations that may happen in inter-distance, mounting height, and
transverse situation of aiming points must be born in mind. Such variations generally produce, in turn, changes in the
luminous distribution of the lighting installation.

12.4.5.2. Design modifications

As a modification example, mention the fact that all luminaires may be mounted on long arms. This usually increases
the installation expenses, but improves lighting effectiveness, avoiding or palliating interference with vegetation.

e
typ
14
al
ri c
nd
Cyli

12
pe
l ty
ida

luminaire mounting height mts.

e
typ

10
am
ical

r
typ e
py
Spher

de

idal
Wi
Oval type

8
yra m
ow p

6
N a rr

2 4

Walkway
Roadway
0

0 2 4 6
Luminaire projection mts.

Figure 32
Another possible design modification may be luminaire suspension by means of catenary systems over the center
of the roadway. In this case, the problem is the extra expenses implied by the utilization of two supports per
luminaire. An added disadvantage to this system is the loss of lighting efficacy which takes place when luminaires
are under the action of the wind, given that the wind modifies their orientation and, therefore, also their photometric
distribution.
Another possible design variation consists in reducing the luminaire installation height under vegetation, in such a
way that also lamp potency is reduced. The problem is also that of extra expenses, since the interdistance between
luminaires has to be reduced. Therefore, the number of luminaires must be increased and advantages disappear.
One last design alteration may be performed, which consists in increasing lamp potency to compensate for light lost
on its way towards roadway and sidewalks. However, this presupposes a clear inconvenience since the luminaire

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direct glare increases and, above all, energetic cost is also higher without resulting in a clear improvement of luminous
uniformity.

12.4.5.3. Design fundamentals

When variations in the longitudinal inter- distance of aiming points is performed so that they do not interfere with
trees, deviations of ±10% of the previous calculated separation may be assumed. Such variations do not imply great
differences as far as results are concerned.
Maximum differences of about 20% of the interdistance may be tolerated, provided it does not happen in two
consecutive aiming points. Such variation, anyway, may be proved through calculations which will indicate whether
all exigencies established beforehand are verified or not for those areas affected by modification. When separation
of two or more consecutive luminaires is altered, it must be confirmed by means of variation of other parameters,
like transverse location of aiming points or their installation height.
Luminaire alingment over the roadway is a basic factor with respect to visibility and installation aspect or appearance.
Only when it is not possible in any other way, a luminaire will be installed outside the line of the others.
The height of columns or shafts which support luminaires will be selected in such a way that it will be adequate to
each installation in particular. The higher these supports are, the fewer problems will be encountered with leafiness
of vegetation, but it is also true that expenses will probably grow in a considerable way.

12.4.5.4. Design data

Figs. 32 and 33 aim at being a practical guide when this kind of difficulties between lighting and tree leafiness appear.
For example, a luminaire transverse situation for different heights and vegetation types.
Walkway side

pe l ty p e
l ty mida
r icapyra pe
e e a l ty
ric
W h
Sp Wid

d
id
Sp

in
he e py

amidal typ
p yr
l
rica

Cy

N
Cy

e
w
ar

lind

l ty p e

ro
row

Nar
rical type
ramidal type
pyramida

Luminaire projection in mts.

lt

yp
e 1
2
Rodway side

3
4
5

Dist. from luminaire to vegetation

Figure 33

Although roadway lighting usually produces interferences with vegetation, lighting of walkways of other lateral areas
of the roadway must not be forgotten. This aspect is sometimes even more important than roadway lighting itself in
certain residential or pedestrian areas.

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In order to solve this problem three factors may be changed, namely:

- Luminaire installation location and height.
- Correct and regular pruning.
- Addition of an aiming point exclusively for the lighting of these areas, at a lower height than road conventional
lighting.

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