Road Lighting Manual

ROAD LIGHTING MANUAL
DRAFT FINAL DOCUMENT 2013
March 2013 Draft Final Document Abu Dhabi Department of Transport Al Bateen Towers PO Box 20 Abu Dhabi, United Arab Emirates
Copyright 2012, by the Abu Dhabi Department of Transport. All Rights Reserved. This document, or parts thereof, may not be reproduced in any form without written permission of the publisher. Draft Final Document Page i March 2013
TABLE OF CONTENTS
Table of Contents ................................................................................................................ ii List of Figures ................................................................................................................... vii List of Tables ..................................................................................................................... vii Foreword .......................................................................................................................... viii 1 Introduction .................................................................................................................. 1 1.1 1.2 1.3 1.4 2 3 Overview ................................................................................................................. 1 Purpose and Scope ................................................................................................ 1 Application of this Document ................................................................................... 1 Content and Format ................................................................................................ 2
PURPOSE OF ROADWAY LIGHTING .......................................................................... 3 LIGHTING DESIGN PROCESS ..................................................................................... 4 3.1 Lighting Design Steps ............................................................................................. 4 Initial Study ...................................................................................................... 4 Selecting Poles ................................................................................................ 5 Locating the Poles ........................................................................................... 5 Verifying the Lighting Design Criteria ............................................................... 6
3.1.1 3.1.2 3.1.3 3.1.4 4
LIGHTING GUIDELINES ............................................................................................... 8 4.1 4.2 Objectives ............................................................................................................... 8 Lighting Guidelines for Freeways ............................................................................ 8 Continuous Freeway Lighting........................................................................... 8 Complete Interchange Lighting ........................................................................ 9 Partial Interchange Lighting ........................................................................... 10 Special Considerations .................................................................................. 11
4.2.1 4.2.2 4.2.3 4.2.4 4.3 4.4 5
Lighting Guidelines for Streets and Roadways Other Than Freeways ................... 11 Lighting Guidelines for Other Facilities .................................................................. 12
TYPES OF LIGHTING SYSTEM CONFIGURATION ................................................... 14 5.1 Lighting of Traffic Routes ...................................................................................... 14 General .......................................................................................................... 14 Design Considerations ................................................................................... 14 Lighting Standards ......................................................................................... 15
5.1.1 5.1.2 5.1.3 5.2
Lighting of Bridges and Elevated Roads ............................................................... 17 Page ii March 2013
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ROAD LIGHTING MANUAL 5.2.1 5.2.2 5.2.3 5.2.4 General .......................................................................................................... 17 Design Considerations ................................................................................... 17 Lighting Standard........................................................................................... 18 Arrangement of Luminaires ............................................................................ 19
5.3 Lighting of Subsidiary Roads and Associated Areas, Public Realms, and CycleWays 20 5.3.1 5.3.2 General .......................................................................................................... 20 Design Considerations ................................................................................... 20
5.3.3 Conditions of Subsidiary Roads and Associated Areas, Public Realms, and Cycle-Ways.................................................................................................................. 21 5.3.4 5.3.5 5.4 Lighting Standard........................................................................................... 22 Arrangement of Luminaires ............................................................................ 24
Lighting of Conflict Areas ...................................................................................... 25 General .......................................................................................................... 25 Design Considerations ................................................................................... 25 Conflict Area Conditions ................................................................................ 26 Conflict Areas Lighting Standard .................................................................... 26 Arrangement of Luminaires ............................................................................ 26
5.4.1 5.4.2 5.4.3 5.4.4 5.4.5
5.5 Lighting Area around Aerodromes, Railways, Harbours, and Navigable Inland Waterways ...................................................................................................................... 27 5.5.1 5.5.2 5.5.3 5.6 General .......................................................................................................... 27 Design Considerations ................................................................................... 27 Arrangement of Luminaires ............................................................................ 29
Lighting of Tunnel ................................................................................................. 29 General .......................................................................................................... 29 Tunnel Topology ............................................................................................ 29 Traffic and Roadway Geometry...................................................................... 30 Visibility at the Tunnel Approach .................................................................... 31 Eye Adaptation at the Tunnel Approach ......................................................... 32 Design Considerations ................................................................................... 32 Lighting Standard........................................................................................... 34 Electrical Power Supply and Distribution ........................................................ 35
5.6.1 5.6.2 5.6.3 5.6.4 5.6.5 5.6.6 5.6.7 5.6.8 5.7
Lighting of Exterior Environment ........................................................................... 35 Page iii March 2013
ROAD LIGHTING MANUAL 5.7.1 5.7.2 5.7.3 5.8 General .......................................................................................................... 35 Design Considerations ................................................................................... 36 Design Standard ............................................................................................ 39
Sign Lighting ......................................................................................................... 41 General .......................................................................................................... 41 Design Considerations ................................................................................... 42 Sign Lighting Standard................................................................................... 42 Arrangement of Luminaires ............................................................................ 43
5.8.1 5.8.2 5.8.3 5.8.4 6
LIGHTING EQUIPMENT.............................................................................................. 45 6.1 Lanterns................................................................................................................ 45 1000 Watt High Pressure Sodium Lanterns for 30.5-Metre High Poles .......... 46 Light Emitting Diode (LED) Luminaires .......................................................... 47 LED Luminaires for Tunnel and Underpass Areas ......................................... 50 Basis of Lantern Acceptance ......................................................................... 50 Adaptive Lighting (Automatic Dimming Controls) ........................................... 50
6.1.1 6.1.2 6.1.3 6.1.4 6.1.5 6.2
Poles..................................................................................................................... 51 Straight Poles ................................................................................................ 51 Hinged Poles ................................................................................................. 52 Multi-Function Decorative Poles..................................................................... 53
6.2.1 6.2.2 6.2.3 6.3
Conduits ............................................................................................................... 53 Rigid Polyvinylchloride (PVC) Conduit ........................................................... 53
6.3.1 6.4 6.5 6.6 6.7 6.8
Conductors ........................................................................................................... 54 Foundations .......................................................................................................... 54 Junction Boxes/Chambers .................................................................................... 55 Service Cabinets ................................................................................................... 55 Earthing/Lightning ................................................................................................. 55 Earthing System ............................................................................................ 55 Lightening Protection System ........................................................................ 56
6.8.1 6.8.2 7
POWER SUPPLY ........................................................................................................ 57 7.1 Power Source ....................................................................................................... 57 Main Power Supply ........................................................................................ 57 Low Voltage Power Directive ......................................................................... 58 Page iv March 2013
7.1.1 7.1.2
ROAD LIGHTING MANUAL 7.1.3 7.1.4 7.1.5 7.1.6 8 Solar Power Source ....................................................................................... 59 Electric Circuit Design .................................................................................... 60 Voltage Drops ................................................................................................ 60 Conductor/Cable Determinations ................................................................... 60
DESIGN DRAWING DEVELOPMENT ......................................................................... 61 8.1 8.2 8.3 8.4 8.5 Required Sheets ................................................................................................... 61 Preparation of Reference Files.............................................................................. 64 Preparation of Design Files ................................................................................... 64 Production of Design Drawings ............................................................................. 64 Quantity Takeoff and Construction Cost Estimate ................................................. 65
9 10
DESIGN CHECK LIST ................................................................................................. 66 GUIDELINES FOR ROADWAY LIGHTING SYSTEM INSTALLATION ................... 68 Safety Considerations ........................................................................................... 68 Pole and Luminaire Installation ............................................................................. 68 Marking of Sites ............................................................................................. 68 Excavations ................................................................................................... 68 Handling of Poles ........................................................................................... 68 HPS Installations ........................................................................................... 69 LED Installations ............................................................................................ 70
10.1 10.2
10.2.1 10.2.2 10.2.3 10.2.4 10.2.5 11 11.1 11.2
GUIDELINES FOR ROADWAY LIGHTING SYSTEM INSPECTION........................ 74 General ................................................................................................................. 74 Elements of Inspection .......................................................................................... 74 Safety Inspections ......................................................................................... 74 Detailed Inspections....................................................................................... 74
11.2.1 11.2.2 12 12.1
GUIDELINES FOR ROADWAY LIGHTING SYSTEM MAINTENANCE ................... 76 Maintenance Factors ............................................................................................ 76 Light Loss Factors (LLF) ................................................................................ 76 Luminaire Dirt Depreciation............................................................................ 76 Lamp Lumen Depreciation ............................................................................. 77 Equipment Factor (EF) ................................................................................... 77
12.1.1 12.1.2 12.1.3 12.1.4 12.2 12.3
Support Structure Maintenance............................................................................. 77 Electrical Distribution and Control System Maintenance ....................................... 78 Page v March 2013
ROAD LIGHTING MANUAL 12.4 External Factors .................................................................................................... 78
Cited References............................................................................................................... 79 Other References .............................................................................................................. 80 Glossary ............................................................................................................................ 81 Index .................................................................................................................................. 87
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LIST OF FIGURES
Figure 1-1: Lighting Design Flow Chart ................................................................................. 7
LIST OF TABLES
Table 4-1: Lighting Guidelines for Continuous Freeway Lighting (CFL) Existing Roads without Lighting or New Planned Roads ................................................................................ 9 Table 4-2: Lighting Guidelines for Complete Interchange Lighting (CIL) Existing Roads without Lighting or New Planned Roads .............................................................................. 10 Table 4-3: Lighting Guidelines for Partial Interchange Lighting (PIL) Existing Roads without Lighting or New Planned Roads .......................................................................................... 10 Table 5-1: Lumination / Illumination Requirements for Traffic Routes.................................. 15 Table 5-2: Illumination Requirements for Overall Public Parks and Public Realm Areas ..... 22 Table 5-3: Illumination Requirements for Specific Public Realm Areas ............................... 23 Table 5-4: Minimum Average Luminance Table .................................................................. 34 Table 5-5: Recommended Daytime Interior Zone Average pavement Luminance (in cd/m2) 35 Table 5-6: Illumination Requirements for Architectural Lighting ........................................... 40 Table 5-7: Illumination Factor for different colours ............................................................... 41 Table 5-8: Average Maintained Levels of Illuminance or Luminance ................................... 43 Table 8-1: Sheets to be Included in Standard Lighting Design Plans .................................. 62
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FOREWORD
.
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1
1.1
INTRODUCTION
Overview
In 2010, the Abu Dhabi Department of Transport commenced with the Unifying and Standardizing of Road Engineering Practices Project. The objective of the project was to enhance the management, planning, design, construction, maintenance, and operation of all roads and related infrastructures in the Emirate and ensure a safe and uniform operational and structural capacity throughout the road network. To achieve this objective, a set of standards, specifications, guidelines and manuals were developed in consultation with all relevant authorities in the Abu Dhabi Emirate including the Department of Municipal Affairs (DMA) and Urban Planning Council (UPC). In the future, all authorities or agencies involved in roads and road infrastructures in the Emirate shall exercise their functions and responsibilities in accordance with these documents. The purpose, scope, and applicability are clearly indicated in each document. It is recognized that there are already published documents with similar objectives and contents prepared by other authorities. Such related publications are mentioned in each new document and are being superseded by the publication of the new document, except in cases where previously published documents are recognized and referenced in the new document.
1.2
Purpose and Scope
The primary purpose of this manual is to establish standards and guidelines for the planning, design and installation of road lighting within the Abu Dhabi Emirate in order to provide adequate and uniform lighting of roads and other travel-ways within the public right-of-way. This manual will establish processes which guides the efficient and effective placement of road lighting. The use of this manual will also help road lighting designers in streamlining the design process.
1.3
Application of this Document
The manual provides appropriate illumination standards for different types of roadway facilities (e.g., high speed, low speed), land use characteristics (e.g., urban, rural), footpaths, cycle-ways, complex roadway geometry (e.g., interchanges), intersections, bridges, and underpass/tunnel lighting. The intended target users for this manual are transportation planners, designers, construction contractors, and the agencies staff responsible for planning, design, operations and maintenance of road lighting facilities.
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1.4
Content and Format
This manual is divided into twelve main chapters: Each chapter contains subsections that provide more detailed information about the road lighting process as it pertains to the subject of each chapter. Each chapter is described briefly below. Chapter 1 provides an overview and the purpose of the document. Chapter 2 discusses the purpose of road lighting and its benefits. Chapter 3 describes the step-by-step design process. Chapter 4 provides guidelines for the conditions in which road lighting should be considered for different types of facilities based on certain parameters such as traffic volumes, adjacent land use, accidents, etc. Chapter 5 details the different types of lighting system configurations for different facilities and their illumination requirements. Chapter 6 establishes guidelines for the selection of types of equipment, including poles, lanterns, conduits, conductors, foundations, chambers and service enclosures. Chapter 7 describes power supply requirements that should adhere to local codes and standards as established by Abu Dhabi Distribution Company (ADDC) and Al Ain Distribution Company (AADC). Chapter 8 discusses the process of developing road lighting design drawings and documents to ensure all design formats are consistent. Chapter 9 provides a checklist for the designer to ensure the design of the lighting system is in accordance with DoT standards and guidelines. Chapter 10 outlines the procedures for the installation of the road lighting system. Chapter 11 provides guidelines for the inspection of the road lighting system. Chapter 12 discusses different factors for proper maintenance of the road lighting system.
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PURPOSE OF ROADWAY LIGHTING
The primary purpose of roadway lighting is to produce quick, accurate, safe and comfortable visibility at night or when visibility is low. These qualities of visibility may safeguard, facilitate, and encourage vehicular and pedestrian traffic. Every designer should provide for those inherent qualities required by the user. A very important consideration is that of making streets and roadways useful during hours of darkness as well as during the daytime. Where good visibility is provided through lighting, efficient night use can be made of the large investments in roadways and motor vehicles. Thus, the proper use of roadway lighting as an operative tool provides economic and social benefits to the public including: Reduction in night crashes Augmentation of police protection and enhanced sense of personal security Facilitation of traffic flow Promotion of business and the use of public facilities during the night hours
This manual includes information on the purpose and impacts of roadway lighting levels, acceptable styles of lighting poles and fixtures, priority and associated aspects of roadway lighting such as designing with reducing light pollution in mind.
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LIGHTING DESIGN PROCESS
Industry development and general experience on road lighting has resulted in a reasonably well-developed technique for the design of lighting systems. Accepted methods exist for achieving lighting conditions known as either level of illuminance or level of luminance. These methods permit ready analysis of alternative lamps, luminaires, mounting height, luminaire spacing, energy consumption, etc., to determine a preferred design. As more efficient light sources and better luminaires are developed, they are incorporated into current designs. The design of a roadway lighting installation is a process of applying known or specified photometric characteristics of selected lamp-luminaire combinations. Since illuminance considers only incident light, photometric information about the luminaire and proximity and orientation to the pavement surface is the only required information. To achieve the desired luminance, pavement reflectance should be known. A trial-and-adjust process of assumed luminaire locations is used in making calculations of either the average amount of illuminance or the average luminance over the roadway. For each lamp-luminaire combination, the manufacturers data will show photometric performance of luminaires. These data can be used, along with pavement reflectance characteristics in the case of luminance, to theoretically determine luminaire positions to produce the desired luminance over the given pavement area. It is important to test luminaires to determine that luminaires supplied match the photometric performance of luminaires used in the design process. Calculations are performed by computer programs designed for lighting design purposes. The values of the average amount of illuminance or luminance and variations in the average level are the basis of design.
3.1
Lighting Design Steps
There are four steps to roadway lighting design: an initial study to become familiar with the project and design requirements, selection of the general types of luminaire and poles to be used, locating the poles, and performing appropriate computations to assure conformance to design criteria. During each step, Estidama assessment should be conducted to ensure a sustainable design. Figure 1-1 presents a flow chart that shows the process to be followed by the design engineer looking to have either an existing roadway lighting upgrade or new roadway lighting.
3.1.1
Initial Study
Study the project including the roadways, freeways, the freeway interchanges, etc. and identifying the following features: Name of different segments of the project including street, ramps, bridges, overpasses, tunnels, etc.
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ROAD LIGHTING MANUAL Identify diverging lanes, converging lanes, abrupt curves, accelerating, and decelerating traffic lanes. These locations will need careful attention. Identify segments of the project where the road is categorized as major, collector, and local streets including pedestrian activity and crossing. Identify structures, walls, fences, ditches, water ponds, lakes, or rivers. Identify pedestrian walkways, sidewalks, and bikeways. Identify any hospitals, residential areas, airports, observatories, industrial, commercial zones, or any other critical locations close by. Identify public right of way. Identify the elevations of the different roads, ramps, overpass, etc. on the project. This is especially important when the use high mast fixtures for lighting roads at different elevations or the use of offset lighting are intended. Determine the width of the different pavements, shoulders, medians, barriers, etc. Visit the project site to get a feeling for the area. Is the project an extension of an existing area with existing patterns and/or existing types of fixtures that need to be matched? Identify the clear zones where the poles will be located. Try to locate the poles behind guardrails, girders, and ditches. Consider fixtures that allows for large setbacks. Identify any trees nearby, their types and their sizes for potential growth. Consider moving some of the poles to avoid obscuring the lights, or cutting the trees. Establish the lighting criterion for each segment of the projects. Different road classifications have different criterion.
3.1.2
Selecting Poles
The primary selection of the poles will depend on several factors, such as width of the road, and the location of the project: Consider shorter poles for narrower roads, taller poles for wider roads use short poles close to residential areas. Select poles designed for roadway applications. For safety, and unless poles are behind walls, guard rails, or ditches, consider selecting poles of break-away design, even if the poles will be located well off the road. Select the poles to withstand the wind force in the project area. Pole foundation and/or mounting design must be considered carefully and coordinated in the overall design of the roadway, bridges, etc. Consider selecting aesthetically appealing poles suitable for the project, especially in downtown and historical areas.
3.1.3
Locating the Poles
In selecting the pole locations, avoid the clear zone of the roadway and behind manmade or natural deflectors. Install the poles behind the shoulder of the road. Stay away from signs and traffic signal lights. Additionally, consider the hazard of servicing Draft Final Document Page 5 March 2013
ROAD LIGHTING MANUAL poles. If the poles are located in the median, verify that the median is large enough to install the poles, and the shoulders are large enough to accommodate maintenance.
3.1.4
Verifying the Lighting Design Criteria
Most designers now use commercially available software to model the lighting design, to locate the fixtures and perform lighting calculations. There are usually three criteria considered in roadway lighting: luminance, illuminance, and small target visibility. Luminance, in Candela/metre2 (Cd/sq m) is a measure of how bright the roadway is, taking into consideration the amount of light reflected from the pavement. Illuminance, in footcandle/Lux (fc/Lux), is a measure of the amount of light incident on the roadway. Small target visibility is affected by factors such as the luminance of the target, the luminance of the immediate background, the adaptation level of the adjacent surroundings, and the disability glare. Small target visibility is a weighted average.
These criteria are typically computed for a discrete area (zone) of interest. Of more interest that specific values are the minimum, maximum, and average values within the zone and the ratios of average-to-minimum and maximum-to-minimum. The calculated value should be within the recommended design criterion.
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ROAD LIGHTING MANUAL Figure 1-1: Lighting Design Flow Chart
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4
4.1
LIGHTING GUIDELINES
Objectives
The primary purpose of lighting guidelines is to assist administrators and designers in evaluating locations for lighting needs and selecting locations for installing lighting. These guidelines give conditions that should be satisfied to justify the installation of lighting. Meeting these lighting guidelines does not obligate the relevant authorities to provide lighting or participate in its cost. Conversely, local information in addition to that reflected by the guidelines, such as roadway geometry, ambient lighting, sight distance, signing, crash rates, or frequent occurrences of weather changes, may influence the decision to install lighting.
4.2

Lighting Guidelines for Freeways

Continuous Freeway Lighting Complete Interchange Lighting Partial Interchange Lighting
Lighting guidelines for freeway lighting are described in three separate categories:
The cases discuss warranting conditions based on average daily traffic (ADT) volumes, roadway geometry, and night-to-day crash rates. This section summarizes available conditions for the selection of those sections of freeways on which fixed source lighting may be necessary. These guidelines may be applied to roadways other than freeways, as practicable. Additionally, the new roads that do not meet the guidelines in the first few years of operation but if there are indications that any of the guidelines will be fulfilled within five years after the opening of the project to traffic, roadway lighting shall be provided on new roads.
4.2.1
Continuous Freeway Lighting
A continuous lighting system provides relatively uniform lighting on all main lanes and direct connections, and complete interchange lighting of all interchanges within the section. Frontage roads are not normally continuously lit. The lighting units may be conventional luminaires or high mast assemblies or both. Continuous lighting may be necessary under one of the conditions described in the following table.
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ROAD LIGHTING MANUAL Table 4-1: Lighting Guidelines for Continuous Freeway Lighting (CFL) Existing Roads without Lighting or New Planned Roads Case CFL-1 Guidelines Sections in and near cities where the existing ADT (for existing roads) or projected five-year ADT (for new roads) is 30,000 or greater. Section where three or more successive interchanges are located with an average spacing of 2 km or less, and adjacent areas outside the right-ofway are substantially urban in character. Sections of 3 kilometres or more passing through a substantially developed suburban or urban area in which one or more of the following conditions exist: a. Local traffic operates on a complete street grid having some form of street lighting, parts of which are visible from the freeway. b. The freeway passes through a series of developments (e.g. residential, commercial, industrial, civic areas, colleges, parks, terminals, etc.) which includes facilities (e.g., roads, streets, parking areas, yards, etc.) that are lit. c. Separate cross streets, both with and without connecting ramps, occur with an average spacing of 1 kilometre or less, some of which are lit as part of the local street system. d. The freeway cross section elements (e.g. median, shoulders) are substantially reduced in width below desirable sections used in relatively open country. Sections where the ratio of night to day crash rate is at least two times the Emirate average for all unlit similar sections for existing roads, and a study indicates that lighting may be expected to result in a significant reduction in the night crash rate. This case is not applicable for new roads.
CFL-2
CFL-3
CFL-4
4.2.2
Complete Interchange Lighting
Complete interchange lighting is defined as a lighting system that provides relative uniform lighting within the limits of the interchange, including: Main lanes Direct connections Ramp terminals Frontage road or crossroad intersections.
Complete interchange lighting may be warranted under one of the conditions described in the following table.
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ROAD LIGHTING MANUAL Table 4-2: Lighting Guidelines for Complete Interchange Lighting (CIL) Existing Roads without Lighting or New Planned Roads Case Guidelines Where the total existing ADT (for existing roads) or projected five-year ADT (for new roads) ramp traffic entering and leaving the freeway within the interchange area exceeds 10,000 for urban conditions, 8,000 for suburban conditions, or 5,000 for rural conditions. Where the existing ADT (on existing crossroad) or projected five-year ADT (on new crossroad) exceeds 10,000 for urban conditions, 8,000 for suburban conditions, or 5,000 for rural conditions. Where existing substantial commercial or industrial development that is lit during hours of darkness is located in the immediate vicinity of the interchange, or where the crossroad approach legs are lit for 1 kilometre or more on each side of the interchange. Where the ratio of night to day crash rate within the interchange area is at least 1.5 times the Emirate average for all unlit similar sections for existing roads, and a study indicates that lighting may be expected to result in a significant reduction in the night crash rate (this case is not applicable for new roads).
CIL-1
CIL-2
CIL-3
CIL-4
4.2.3
Partial Interchange Lighting
Partial interchange lighting is defined as a lighting system that provides illumination only at decision making areas of roadways including: Acceleration and deceleration lanes Ramp terminals Crossroads at frontage road or ramp intersections Other areas of night-time hazard
Table 4-3: Lighting Guidelines for Partial Interchange Lighting (PIL) Existing Roads without Lighting or New Planned Roads Case PIL-1 Guidelines Where the total existing ADT (for existing roads) or projected 5-year ADT (for new roads) ramp traffic entering and leaving the freeway within the interchange area exceeds 5,000 for urban conditions, 3,000 for suburban conditions, or 1,000 for rural conditions. Where the ADT on the freeway through traffic lanes exceeds 25,000 for urban conditions, 20,000 for suburban conditions, or 10,000 for rural conditions. Where the ratio of night to day crash rate within the interchange area for existing roads is at least 1.25 times the Emirate average for all unlit similar sections, and a study indicates that lighting may be expected to result in a Page 10 March 2013
PIL-2
PIL-3
ROAD LIGHTING MANUAL significant reduction in the night crash rate (This case is not applicable for new roads).
4.2.4
Special Considerations
Where there is continuous freeway lighting, there should also be complete interchange lighting. When continuous freeway lighting is warranted, but not initially installed, partial interchange lighting is considered justified under the continuous freeway lighting guidelines CFL-1 or CFL-2. This would preclude the requirements of satisfying the partial interchange lighting guidelines PIL-1 or PIL-2. Where complete interchange lighting is warranted, but not initially fully installed, a partial lighting system that exceeds the normal partial installation in number of lighting units is considered justified. Lighting of crossroad ramp terminals is necessary regardless of traffic volumes, where the design requires the use of raised channelizing or divisional islands, or where there is poor sight distance. It may be desirable to provide fixed source lighting on long bridges in urban and suburban areas even though the approaches are not lit. On bridges without full shoulder, lighting enhances both safety and utility of the bridges. Where bridges are provided with sidewalks for pedestrian movements, lighting is necessary for pedestrian safety and policing.
4.3
Lighting Guidelines for Streets and Roadways Other Than Freeways
Urban and rural conditions, traffic volumes (both vehicular and pedestrian), intersections, turning movements, signalization, channelization, and varying geometrics are factors that should be considered when determining the lighting needs of streets and roadways other than freeways. Consider the following when assessing the lighting needs: Urban Roadways and Intersections Lighting shall be provided along all roadways and intersections that are located in urban areas. Rural Intersections Lighting shall be provided at rural intersections that meet any one of the following conditions: There are three or more crashes occurring during conditions other than daylight. The intersection is signalized and there have been, in the past year, five or more reported night-time crashes and there is a day-to-night crash ratio of less than 2.0. Substantial night-time pedestrian volume exists. Less than desirable alignment exists on any of the intersection approaches. The intersection is an unusual type requiring complex turning manoeuvres.
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ROAD LIGHTING MANUAL Commercial development exists in the vicinity which causes high night-time traffic peaks. Distracting illumination exists from adjacent land development. Recurrent for or industrial smog exists in the area.
Rural Areas - Lighting of spot locations in rural areas should be provided whenever the driver is required to pass through a section of road with complex geometry or raised channelization. High Conflict Locations - Lighting should be provided along roadway sections with high vehicle-to-vehicle interactions (e.g., sections with numerous driveways, significant commercial or residential development, high percentage of trucks). Lighting generally improves traffic safety and efficiency at such locations. Night-to-Day Crash Ratio - Lighting should be provided at locations or sections of roadways where the night-to-day ratio of crash rates is higher than the Emirate average for similar locations, and a study indicates that lighting may be expected to significantly reduce the night crash rate. The number of night-time crashes also should be evaluated.
4.4
Lighting Guidelines for Other Facilities
Bridges - Bridges are generally considered to be part of the roadway and, as such, do not require any special lighting. Therefore, roadway lighting on bridges shall be warranted as part of the regular roadway lighting. Roadway lighting may also be considered on bridges and their approach ramps for aesthetic purposes or where one or both of the following situations exist: Sag or crest vertical curves exist where the roadway cannot be illuminated by vehicle headlights for a safe stopping sight distance (SSSD). Shoulder widths are less than 3 metres.
Tunnels - Tunnels should have sufficient illumination during all hours so that vehicles inside the tunnel may be seen by approaching motorists. All interior walls and ceilings of tunnels to be lit should be painted or tiled in a light colour. Both night-time and day-time illumination shall be provided for long tunnels having a portalto-portal length greater than the minimum stopping sight distance. Day-time illumination may be provided for short tunnels (portal-to-portal length less than the minimum stopping sight distance) if the horizontal-to-vertical ratio is greater than 10:1. Night-time illumination may be provided for short tunnels if the adjacent roadway is warranted for lighting. Pedestrian and Bicycle Facilities Lighting shall be provided for all pedestrian underpasses and pedestrian tunnel facilities.
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ROAD LIGHTING MANUAL Lighting shall be provided at all bus-stops and crosswalks. Pedestrian walkway should be illuminated if it is a connection between two roadway facilities (e.g. between parking areas and rest room buildings at rest areas; between drop-off/pick-up points and bus loading areas. Lighting should be provided on walkways and bicycle trails if security problems have been reported or are anticipated. Sign Lighting - Most roadway signs are manufactured with reflective sheeting so that, when illuminated by vehicular headlights, the sign message is reflected back to the driver. Signs also may be internally or externally illuminated by a direct light source. Note that conventional roadway luminaires generally do not meet the requirements for external sign illumination where justified. In general, provide sign illumination where background lighting obscures the legend of the sign, the sign is not adequately visible, or there is nearby roadway lighting. In urban areas, the external illumination of overhead panel signs generally is necessary. Provide external lighting for all overhead panel signs along lit roadway facilities. Trussmounted signs shall be externally illuminated. Cantilever-mounted panel signs on non-lit facilities shall be illuminated unless directed otherwise. Consider providing external lighting for overhead panel signs at interchanges or intersections where there exists a high volume of traffic. If complete interchange lighting exists, provide external lighting for all overhead panel signs at the interchange.
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5
5.1
5.1.1
TYPES OF CONFIGURATION
General
LIGHTING
SYSTEM
Lighting of Traffic Routes
The main function of roadway lighting is to improve driver visibility. A well illuminated roadway increases safety by allowing drivers to identify potential hazards or conflicts. Well designed lighting allows the driver to quickly recognize roadway features such as alignment, delineation, intersections, ramps, traffic signs, traffic signals, and pedestrian crossings. The improved driving environment in turn improves traffic operations, capacity and safety.
5.1.2
Design Considerations
5.1.2.1 Freeways and Expressways

Because freeways and expressways are wide and have higher traffic speeds, general street lighting requirements are inadequate for freeway and expressway lighting. High lumen lamps in conjunction with high mast poles shall be used to illuminate large roadway areas and reduce glare.
5.1.2.2 Interchanges
High mast lighting is ideal for illuminating interchanges and other large areas because the illumination pattern is not confined to the basic driving lanes. High mast lighting illuminates the entire interchange, creating the same overall view of the area as that perceived in daylight. High mast poles can be installed in suitably wide medians on multiple-lane roadways. This type of lighting enhances traffic safety through high visibility, the need for fewer poles, and greater flexibility in their location.
5.1.2.3 Arterials and Frontage Roads

Arterials serve moderately high volumes of traffic at lower speeds than freeways and expressways. Although their primary function is to move and maintain uninterrupted traffic flow, they frequently have busy at-grade intersections requiring traffic control devices. These at-grade intersections require greater visibility for traffic signals, signs and the resulting crossing and turning conflicts. Also, increased commercial development along arterials means increased pedestrian movements and possibly the need to accommodate public transportation (taxicabs and buses). Adequate lighting for pedestrian movements and public transportations frequent stopping, loading, and unloading of passengers is vital to safety along arterials. Arterial lighting must also blend with commercial development lighting to avoid combinations which detract from the overall lighting or result in poor visibility.
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5.1.2.4 Sector Roads

A sector roads primary function is to provide direct access to adjacent properties. Although traffic speed is low, traffic volume can be heavy and frequently interrupted especially in residential and commercially developed areas. Because of increased access to commercial and private property, sector roads, compared to arterials, must accommodate an even heavier volume of pedestrian movement. Lighting considerations are much the same as for arterials.
5.1.2.5 Intersection and Pedestrian Crossings

Lighting intersection and pedestrian crossings is of particular concern and must be adequate for traffic and pedestrian security, as well as meeting environmental objectives. If necessary for traffic safety, pedestrian security, or aesthetics, the lighting colour should be varied to define the various elements more clearly. Generally, the illumination level at an intersection of two at-grade roadways is the sum of the illumination of the two roadways.
5.1.3
Lighting Standards
Table 5-1 summarizes the illumination requirements for various roadways. Table 5-1: Lumination / Illumination Requirements for Traffic Routes Minimum Average Luminance (L) = CD/m2, Illumination (E) = LUX 1.5 CD/m2
Roadway
Uniformity Ratio (minimum to average)
Light
Pole Height (m) 30.5 20***
Freeway & Expressway Interchanges Major Arterial (Boulevard) Secondary Arterial (Avenue) Sector Roads / Ramps (Street) Access Lanes Crosswalks Ramp Terminal and Traffic Conflict Areas
0.4
Discharge or LED Discharge LED or Equivalent**** LED or Equivalent**** LED or Equivalent**** LED or Equivalent**** LED or Equivalent**** To Match Road
1.5 CD/m 1.3 CD/m
2 2
0.4 0.4 0.4 0.4
30.5 ** Max 14*** Max 12*** Max 10***
1.0 CD/m2 0.6 CD/m2
0.5 CD/m2 30 LUX 2.0 CD/m2
0.4 0.4 0.4
Max 10*** To match Road*** To Match Road***
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Roadway
Minimum Average Luminance (L) = CD/m2, Illumination (E) = LUX 5-15 LUX (low to high risk) To Match Road
Uniformity Ratio (minimum to average)
Light
Pole Height (m) Max 10***
Parking Areas
0.4
LED or Equivalent**** LED or Equivalent****
Under Bridges
0.4
Source: Lighting Specification, Parks, Public Realm & Architectural Lighting, Emirate of Abu Dhabi, November 1, 2011. Notes: *On high volume roads, lighting will be upgraded to suit conditions. **Areas of traffic conflict would have high levels of illumination equal to the sum of values recommended for each of the intersecting roads. ***Optimum pole heights and spacing arrangement to be selected for the project so that it is designed for the maximum possible overall luminous and energy efficiency with the fixtures proposed. ****Any equivalent technology to LED proving similar or better illumination performance, energy efficiency and long-term (minimum 15-year) full life cycle cost analysis comparison undertaken to PAS 55 or similar and which fully meets the requirements of this specification.
Illumination/Lumination levels stated in Table 5-1 represent the lowest average maintained levels considered appropriate for each kind of roadway or walkway in the various areas. Illumination/Lumination criteria and calculations are based on the Illuminating Engineering Society of North America (IESNA) standards modified to meet the higher uniformity and illumination/lumination levels required by the Municipalities of Abu Dhabi. The roadways not identified in this manual will use a light source as directed by the relevant authority in charge of the road or Municipality. Side roads and ramps shall have the same light sources as the adjacent main roads. The lanterns shall be mechanically strong and easy to maintain. They shall be of adequate design to operate at mounting heights of 30.5 meters and able to withstand sustained wind speeds of 160 kph with 208 kph gusts. Lanterns shall have optical systems sealed against moisture, dirt and insects, and be mechanically strong and easy to maintain. Glare control for the mounting height specified, and cut-off characteristics shall be designed based on I.E.S. standards. High mast lighting (30.5- metre poles) shall be used on rural and urban freeways and expressways with side medians where one row of 14 -metre poles is not suitable. The 30.5 -
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ROAD LIGHTING MANUAL metre poles shall also be used at all interchanges. Wherever possible, high mast lighting shall be used for ramps. High mast lighting will be used on main roads only when light height will not substantially interfere with nearby buildings and Estidama PCRS LC R6 requirements. LED lighting with a maximum 20- metre pole height shall be used anywhere except where high mast lighting is used.
5.2
5.2.1
Lighting of Bridges and Elevated Roads

General
This section gives recommendations for the technical and aesthetic considerations of designing lighting for bridges and elevated roads.
5.2.2
The roadway on a bridge is normally treated the same as other parts of the roadway. An exception is a very long bridge, which may be lit even though the roadway is not lit at other locations. The lighting designer should consider placing roadway lighting in advance of the bridge to allow the drivers eyes to transition into the brighter roadway on the bridge. Bridges lacking in significant surrounding landscape features or background, or those arched to create central crests, can create conditions of glare with reduced luminous foreground or confusing forward scene, each of which reduce the forward view of the driver. Drivers approaching the crest of a bridge can experience glare from lights on and beyond the crest and have a reduced length of visible lit road before them. Beyond the crest, their forward view can be confused by the presence of road, vehicle and building lights occurring in the near and/or distant fields of view. Further technical problems can arise from features spanned by or in the vicinity of the bridge. Difficulties are sometimes encountered in obtaining fixings for lighting columns on existing bridges, and the desired positions might be partially or completely obstructed by services or features, or the structure might not be strong enough. However, the mechanical loads imposed on the bridge by road lighting equipment are usually small, even when heavy wind loads are taken into consideration. On new bridges, the positions for lighting columns and the location of power supply cables should be decided at a sufficiently early stage in the design to ensure the provision of suitable space, fixings, and protection for them. Elevated roads differ from bridges in that they are usually longer, they are often sinuous, and they often have parallel roads alongside them at lower levels. They also often have slip roads that join the two levels; they usually carry very heavy traffic and have little room for maintenance. Elevated roads differ so much from each other that each requires individual consideration. Maintenance can be very difficult since the closing of lanes for maintenance vehicle might not be acceptable, and this can be a ruling factor in the lighting design.
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5.2.3
Lighting Standard
The design of lighting for a bridge should consider the character and structure of the bridge and the surrounding environment. Where bridges carry the road system without significant change of gradient or direction, it is likely that the lighting system on the bridge approaches can be continued across the bridge.
5.2.3.1 Elevated Road on Embankment with Parallel Ground-Level Roads

When an elevated road is on an embankment with a slope, the bank results in the lower road will have a vertical and horizontal separation from the upper road. The following lighting arrangements shall be considered: 1. Masts mounted between the roads: If the overall width of the combined area is suitable, both roads may be lit by luminaires mounted on masts that are high compared with the difference in level between the roads. This arrangement has the advantage of reducing the number of lighting points and glare and simplifying maintenance. 2. Masts mounted on the outside of the lower road: Where there are steep embankments or retaining walls, the masts may be mounted on the outside of the lower road. This has the same advantages as above, but can result in inferior light utilization. 3. Luminaires mounted on the upper road lighting columns: The luminaires used to illuminate the upper road can sometimes suffice to light both roads. If this is not the case, separate luminaires should be mounted on the upper lighting columns at an appropriate height to illuminate the lower road.
5.2.3.2 Elevated Road on a Viaduct With Parallel Ground-Level Roads:

1. Parallel ground-level roads close to and/or partly beneath the viaduct: If the upper road is lit by luminaires at its sides, their light might reach only part of the lower carriage way and they can cause an undesirable continuous shadow. Lights mounted on the underside of the viaduct can offset this problem, although the mounting height for such lights is often restricted, and care should be taken to minimize problems with shadows cast by beams or pillars. 2. Parallel ground-level roads close to or crossing the elevated road: Consideration should be given to lighting both the upper and lower roads from luminaires mounted on the outer sides of the lower roads. To achieve this, the mounting height should be such that the lighting requirements for the upper road are met, without shadows being cast by the viaduct on the inner sides of the lower road such that the lighting requirements for the lower road are not met. This solution avoids all lighting maintenance activity on the elevated road. It might be necessary to provide a special light distribution designed to control light beyond the limits of the road. If the lighting requirements for the elevated road cannot be met by the outer luminaires on the lower road, then luminaires should also be mounted on the elevated road. Draft Final Document Page 18 March 2013
5.2.4
Arrangement of Luminaires
Difficulties are sometimes encountered in obtaining fixings for lighting columns on existing bridges, and the desired positions might be partially or completely obstructed by services or features, or the structure might not be strong enough. However, the mechanical loads imposed on the bridge by road lighting equipment are usually small, even when heavy wind loads are taken into consideration. The desirable locations for the lighting units on a bridge should be at abutments and at pier locations, or at a distance from an abutment or pier not to exceed 25 percent of the length of the span. This placement of the lighting units reduces the effects of vibration. The light poles should utilize davit type mast arms and shorter mast arm lengths so that there are no joints to be weakened by vibration. Increasing the light pole spacing, or using a staggered pole arrangement to reduce the roadway illumination to one-third creates the transition zone the average level on the bridge. This reduced lighting level can be accomplished using the same type and wattage luminaire installed on the bridge. The length of the transition zone is based on the wet pavement safe stopping distance. Lighting poles on bridges should be located within the protection of railings or parapets. Poles located on the inside of curves of super-elevated bridges may be vulnerable to collision by trucks overhanging the inside curb line. Luminaires may be located either on top of or behind bridge railing. Light standards mounted on top of retaining walls will require special consideration in the retaining wall design. The bridge designer shall review the structural impact of the proposed pole locations. The lighting designer shall review and determine compatibility of the new pole locations if any with the lighting criteria. This iterative process applies to any bridge structure requiring lighting. The installation of navigation and air obstruction lights are an integral part of the bridge design. The lighting designer should coordinate electrical service points for the roadway lighting and navigational/air obstruction lighting. Lighting columns should, where possible, be mounted over piers and abutments, to render their height more aesthetically acceptable. With long spans it is sometimes necessary to have additional lighting columns between piers, but all luminaires should be at the same mounting height. An opposite arrangement may be used to complement the bridge structure, and can make possible a lower mounting height. A central arrangement appears as a regularly spaced array of lighting columns from any viewpoint and needs fewer lighting columns than an opposite arrangement. On a very short bridge, it might be possible not to have lighting columns on the bridge itself, even if this means a greater mounting height for the luminaires at either end.
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5.3
5.3.1
Lighting of Subsidiary Roads and Associated Areas, Public Realms, and Cycle-Ways
General
The main purpose of lighting for subsidiary roads and areas associated with those roads is to enable pedestrians and cyclists to orientate themselves, to detect vehicular and other hazards, and to discourage crime against people and property. The lighting on such roads can provide some guidance for drivers, but is unlikely to be sufficient for revealing objects on the road without the use of headlights. The main purpose of lighting public realms and cycle tracks not directly associated with roads is to show the direction that the route takes, to enable cyclists and pedestrians to orientate themselves, to detect the presence of other cyclists and pedestrians and other hazards, and to discourage crime against people and property.
5.3.2
A variety of luminaires are used for lighting public realms and cycle-ways such as post top, architectural, area and roadway, bollards and wall mounted. The types that are best suited for a specific application can be determined by comparing luminaire and lamp combinations to basic considerations, such as: 1. Location of public realms and cycle-ways in terms of distance from roadway vehicular traffic and the roadway lighting system, and consideration of adjacent areas (i.e., residences and commercial parks) 2. Mounting height restrictions 3. Location requirements of poles and luminaires 4. Illumination requirements (horizontal and vertical) 5. Quality of uniformity requirements 6. Brightness and glare restrictions (per Estidama regarding Communities section LCR6: light pollution reduction) 7. Energy requirements (lamps, ballasts, timers, controls, or photocells to control duration of luminaire operation) 8. Zoning ordinance restrictions 9. Effects of light trespass, astronomical light pollution, and spill light 10. Terrain complications 11. Foliage interference All lighting equipment should complement rather than detract from the appearance of the area. The general lighting should define the area rather than the traffic route. In urban centres and public amenity areas, the needs are twofold. The first criterion is the ability to illuminate the area and objects concerned in the most effective manner possible. The second is the appearance of the lighting equipment. It should be aesthetically pleasing in itself as well as being in harmony with its surroundings. At all times and especially at night it should add to the attraction of the urban scene rather than detract from it.
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ROAD LIGHTING MANUAL Colour rendering is important in most aspects of urban centre lighting. In areas of mixed vehicular and pedestrian traffic the ability to distinguish objects is considerably improved by the differentiation of colours. This is a benefit both to the public and to the police. The different colour appearances of light sources can be exploited by the lighting engineer to bring planned variety to the night-time urban scene. While long life and high efficacy are important economic factors, other characteristics of the lamp are equally important. Luminaires and their supports should be regarded as a unit and should be chosen to harmonize with the area in which they are to be used. Where older style luminaires are adopted for re-use, due regard should be given to their optical performance and appearance. If ancillary control gear boxes are necessary, these shall be made as inconspicuous as possible.
5.3.3
Conditions of Subsidiary Roads and Associated Areas, Public Realms, and Cycle-Ways
The relative balance of the lighting needs for urban centres and public amenity area depends on the type of traffic among other factors. 1. Primarily vehicular: The appropriate lighting for primarily vehicular areas shall be defined in terms of average roadway luminance and uniformity. The lighting of public realms, other pedestrian areas and cycle tracks adjacent to the roadway may need to be considered separately from that of the roadway. 2. Mixed vehicular and pedestrian: The appropriate lighting class for mixed vehicular and pedestrian areas shall be defined in terms of horizontal illuminance and uniformity. In some situations it can be appropriate to apply the same lighting levels to the whole vehicle and pedestrian area, treating it as one relevant area for design and calculation. In other situations, particularly where separate vehicle and pedestrian areas are well defined, it can be appropriate to treat the different areas as separate relevant areas for design and calculation of lighting. Luminaire intensities should be carefully controlled in order to prevent glare. 3. Pedestrians and cyclists only: In pedestrian areas the lighting should promote easy movement of pedestrians, attempt to create a feeling of general security and well-being and attempt to encourage people to visit and make use of the facilities. Recognition of the behaviour and intentions of other pedestrians is important, and for this purpose good colour rendering and adequate facial illuminance shall be provided. 4. Security and safety: The general lighting needs of traffic referred to in most cases serve the needs of security and safety. Additionally, it is beneficial to utilize any public lighting installation throughout the hours of darkness rather than simply during times of major traffic movement. However, higher lighting levels should be chosen at periods of major traffic movements, and a lower should be considered at other times. This can be achieved by the variable lighting by switching lamps in multi-lamp luminaires or by dimming. To provide a sense of security, sufficient vertical illuminance shall be provided at face level so that it is possible to recognize whether
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ROAD LIGHTING MANUAL a person is likely to be friendly, indifferent or aggressive, in time to make an appropriate response. 5. Visual appreciation: The use of imaginative lighting can give added interest to areas that people might wish to see, and can also do much to subdue the less visually attractive features within an urban environment by highlighting the more attractive and worthwhile features.
5.3.4
Lighting Standard
5.3.4.1 Lighting of Public Parks and Public Realms Areas

The illuminance requirements for open public realm spaces such as public squares and parks, are summarized in the tables below for overall and specific public realm areas. To provide well-lit surroundings for pedestrian ways and cycle-ways through parks, it is recommended that the area bordering these ways, for a width of two-to-five meters on each side be lit at levels of at least one-third of that specified for the public realms or cycle-way. This is also applicable to similar marginal areas such as below grade entrances to building basements, in areas of dense shrubbery, in gaps between building fronts, and other locations where night crime is a concern.
Table 5-2: Illumination Requirements for Overall Public Parks and Public Realm Areas Max Overall Average Area Illumination (Em) = Lux 5 7
Overall Area Type Parks Public Realms
Uniformity Ratio N/A N/A
Light Source LED or Equivalent* LED or Equivalent*
Max Pole/Mounting Height 4m/5m** 4m/5m**
Source: Lighting Specification, Parks, Public Realm & Architectural Lighting, Emirate of Abu Dhabi, November 1, 2011.
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ROAD LIGHTING MANUAL Table 5-3: Illumination Requirements for Specific Public Realm Areas Average Illumination (Em) = Lux 10 5 15 Uniformity Ratio (min to max) 0.25 0.25 0.3
Specific Area, Use, Task or Feature Main Pathways Secondary Pathways Public Squares, Piazzas, and Open Public Spaces
Light Source LED or Equivalent* LED or Equivalent* LED or Equivalent* -
Notes
Level and design dependent on location and use Localized as necessary and higher illuminance for specific equipment risk. Avoid excessive glare Localized treatment On surfaces Vertical / On sign 1 LUX during performance Position lamps to produce good reflectance in water Position lamps behind or below and aim to strike water at oblique angles or within jets March 2013
Playgrounds
30
0.3
LED or Equivalent*
Steps & Hazards Access Points, Exits Trees/Bushes Footbridges Delivery, Rubbish & Refuse area Cycle Racks Signs Outside Audience Areas Performance/Stage Areas Water (still)
50 50 10 40 30 10 100 (vertical) 20 300 -
0.6 0.3 0.3 0.4 0.4 0.4 0.6 -
LED or Equivalent* LED or Equivalent* LED or Equivalent* LED or Equivalent* LED or Equivalent* LED or Equivalent* LED or Equivalent* LED or Equivalent* LED or Equivalent* LED or Equivalent* LED or Equivalent* LED or Equivalent*
Water (running)
Focal Points (large) Draft Final Document
100
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Specific Area, Use, Task or Feature Focal Points (small) Illuminating a Flag over a Dark Background Illuminating a Flag over a Bright Background Clocks: Dark Surroundings, Lighting Surface Clocks: Light Surroundings, Dark Surface
Average Illumination (Em) = Lux 200 150
Uniformity Ratio (min to max) -
Light Source LED or Equivalent* LED or Equivalent* LED or Equivalent* LED or Equivalent* LED or Equivalent*
Notes
450
100
300
Source: Lighting Specification, Parks, Public Realm & Architectural Lighting, Emirate of Abu Dhabi, November 1, 2011. Notes: Pole/mounting heights and spacing arrangements shall be selected for the project so they are designed for the maximum possible overall effect and efficiency with all the fixtures proposed and to suit the overall landscaping, finishes and aesthetic of the project. * Any equivalent technology to LED proving similar or better illumination performance, energy efficiency and longterm (minimum 15-year) full life cycle cost analysis comparison undertaken to PAS 55 or similar and which fully meets the requirements of this specification.
The contribution from lighting produced by nearby store fronts, signs, and private sources should not be included when determining whether a public realms or cycle-way has sufficient lighting. These lit elements add significantly to the feeling of safety and security and the perception of brightness. Consequently, they should be encouraged. However, rows of large trees whose foliage might interfere with the transmission of light to the public realms or cycle-ways should be considered in establishing design criteria for each location. Trees that are in conflict with the lighting design can be pruned and thinned under the guidance of a licensed, professional arborist, so as to allow for the passage of light through the branches while maintaining the health, natural habitat, and form of the trees. For areas that are to be newly planted, the locations and species of the trees must be coordinated with the lighting design to prevent future conflicts.
5.3.5
Although lighting systems are used primarily at night, they are present and visible during daylight hours and, therefore, appearance is an important consideration. The designer should maintain the quality of a lighting system through consideration of the following characteristics:
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ROAD LIGHTING MANUAL 1. The lighting system should be resistant to vandalism and easy and inexpensive to maintain or repair. 2. The luminaires should be resistant to inclement weather conditions, discolouration, and corrosion. They should be easily accessible for re-lamping and maintenance. 3. The luminaires should be located so they are not easily damaged by maintenance and service vehicles. The designer should be equally concerned that stray light does not intrude into adjacent residential areas. Any significant stray or spill light is often unwelcome and sometimes prohibited by local ordinances.
5.4
5.4.1
Lighting of Conflict Areas

General
Conflict areas occur whenever vehicle streams intersect each other or run into areas frequented by pedestrians, cyclists, or other road users, or when there is a change in road geometry, such as a reduced number of lanes or a reduced lane or lane width. Their existence results in an increased potential for collisions between vehicles; between vehicles and pedestrians, cyclists, or other road users; or between vehicles and fixed objects. Parking areas and toll-stations are also regarded as conflict areas. The lighting should reveal the existence of the conflict area, the position of the curbs and road markings, the direction of the roads, the presence of pedestrians, other road users, and obstructions, and the movement of vehicles in the vicinity of the conflict area. Where no lighting is otherwise provided on a road leading to or leaving the conflict area, the selected lighting class should be installed for a stretch long enough to provide about five seconds of driving distance at the expected traffic speed.
5.4.2
In any conflict area, glare should be at least as well controlled as on the approach roads, as the conflict area situation increases the visual demands on the driver.
5.4.2.1 Junctions
The decision regarding positioning of lighting poles and luminaires should be made after consideration of the lines of traffic flow, the sight lines for merging flow, and the areas of possible collisions. The lighting at a junction should be related to the need of drivers approaching the junction to see vehicles approaching from other directions.
5.4.2.2 Roundabouts
The arrangement and character of the lighting may be distinctive, and thus assist the warning signs in providing reliable warning of the roundabout. The lighting should reveal the form, direction and edges of the travel lane all the way around the roundabout, with special emphasis on the central and other traffic islands. Mini-roundabouts, particularly those of the ghost island type, or those that have been located relatively remote from approach road give Draft Final Document Page 25 March 2013
ROAD LIGHTING MANUAL way lines, can be difficult to see. Luminaires should, where possible, be sited to reveal the island.
5.4.3
Conflict Area Conditions
5.4.3.1 Junctions
The lighting at a junction should reveal the positions of curbs and road markings, the directions of roads, the presence of any pedestrians or obstructions, and the movement of any vehicles in the vicinity of the junction.
5.4.3.2 Roundabout
The lighting provided at a roundabout should enable the driver to see clearly any traffic to the right at the preceding entry or entries and traffic already on the gyratory system of the roundabout. The lighting shall also enable the driver to have adequate forward vision, when on the roundabout, to see traffic entering from the left and to decide whether it is safe to proceed. A roundabout presents a diversion to the direct flow of traffic and should be revealed as such. Lighting shall assist in making drivers aware of the roundabout ahead and enable them to recognize it in ample time.
5.4.3.3 Traffic Island

To minimize delays and reduce the risk of accidents, the layout of junctions can include traffic islands or their equivalent in roadway markings. These islands are often associated with diverging traffic lane markings with suitable directional arrows or other instructions. To ensure efficient working, markings, as well as other features of the junction, shall be clearly visible to approaching driver.
5.4.3.4 Pedestrian Crossings

Pedestrian crossings are intended to include both zebra crossings and signal-controlled crossings.
5.4.4
Conflict Areas Lighting Standard
See Table 5-1 for the minimum luminance requirements for conflict areas.
5.4.5
The clearance between the lighting pole and the travel lane shall be no less than the minimum distance recommended in the Right of Way Utility Distribution Manual A11 (DOTMR-D10). The position of the luminaires around the periphery of a roundabout is not as critical in relation to the line of the curb as it is on straight roads, so the luminaires themselves may be set back provided the requirements of the selected lighting class are met within the defined conflict area.
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ROAD LIGHTING MANUAL Mounting height shall generally be uniform throughout a conflict area. It should not normally be less than that on any approach road, but may be increased if the number of lighting columns is thereby reduced.
5.5
5.5.1
Lighting Area around Aerodromes, Railways, Harbours, and Navigable Inland Waterways
General
This section gives additional guidance on road lighting within areas around aerodromes, railways, harbours and navigable waterways. Such lighting can affect the safe use of these areas. When the potential impact of a new road lighting installation is assessed at the design stage, consideration should be given to the modes of transport that could be affected. Consultation should be carried out with all appropriate authorities regarding any special provision that are necessary for a new road lighting installation. Provision should be mutually acceptable and fully documented for incorporation at the design stage. Any lighting that interferes with clear vision and the ability to recognize signals of transport operators should be eliminated. Interference can be caused by: Disability glare from luminaires or installations. Variations in contrast and reflected lighting. Lighting of the same colour and pattern as signal lights.
5.5.2
5.5.2.1 Aerodrome
Light can endanger aircraft at any following instances: The intensity causes glare in the direction of an approaching aircraft. The colour (e.g., advertising signs) causes it to be mistaken for an aeronautical light. Viewed from the air, lights make a pattern (e.g., a row of street lights) similar to an approach or runway lighting pattern. The overall amount of illumination near the approach to a runway detracts from the effectiveness of the visual aids provided by the aerodrome for use by aircraft, particularly in poor visibility conditions.
Road lighting can present a hazard due to the effect of lighting upon the pilots visual picture or due to the creation of physical obstacles within the airspace manoeuvring area around the aerodrome. A road lighting scheme could prejudice the safe movement of aircraft on either or both grounds. Each issue should be addressed separately and appropriate measures should be taken to minimize any hazards identified.
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ROAD LIGHTING MANUAL The areas where structures such as lighting poles and masts used for road lighting schemes can affect safe use of an aerodrome are called obstacle limitation surfaces (OLS). The OLS forms a complex set of three-dimensional surfaces that extend upwards and outwards from the runways(s) of the associated aerodrome. The OLS completely encircle the aerodrome, but those surfaces protecting the landing or take-off flight paths can be more limiting than the rest. Generally, the extent of the OLS varies between 10 kilometres and 15 kilometres, according to the length of the runways(s). At any aerodrome the approach, takeoff climb, and transitional surfaces are most sensitive and should not be infringed. Safeguarding maps define safeguarded areas around aerodromes, and these maps should be obtained from the aerodrome operator. The local planning authority and/or the aerodrome operator should be consulted on any road lighting proposed within this area. Road lighting can present a hazard due to the effect of lighting upon the pilots visual picture within the flight paths around an aerodrome. For instance, where a road lies in the vicinity of an aerodrome that has approach lighting and the road has a similar alignment to the runway, the road light can present a pattern to the pilot that is similar to the runway lighting. It is therefore essential to eliminate interferences with the pilots visual picture and road lighting in the vicinity of aerodromes should be designed to achieve this.
5.5.2.2 Railways
If a road lighting scheme is planned within an area that could affect the safe use of a railway, the railway track authority should be consulted. It is essential that any lighting scheme does not affect track visibility for railway operatives. Colours in a lighting scheme should not conflict or cause confusion with colours used for signal lights.
5.5.2.3 Harbours
If a road lighting scheme is planned that could affect safe use of a harbour, the local Harbour Master should be consulted. Lighting schemes near to and inside a harbour boundary should not interfere with observation of navigation marks, buoys or ship navigation lights. Lighting should not affect night vision of mariners in the vicinity of a harbour. Particular consideration should be given to installation and maintenance of high-mast lighting for dock roads, terminals and other facilities.
5.5.2.4 Navigable Inland Waterways

If a road lighting scheme is planned adjacent to navigable inland waterways, appropriate local navigation authorities should be consulted. Lighting schemes adjacent to navigable inland waterways should not interfere with observation of navigation lights, marks, buoys or signs. Lighting should not affect night vision
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ROAD LIGHTING MANUAL of crews on unit waterways. The distance, angle and intensity of lighting adjacent to inland waterways should take into account safe navigation of vessels.
5.5.3
Luminaires should be carefully selected and sited to prevent confusion of visual information. If screening of a light source is necessary, this should be achieved by choice of luminaire. If external baffles/screens are necessary, they should be designed to be compatible with the luminaire in terms of fixings and performance.
5.6
5.6.1
Lighting of Tunnel
General
A tunnel is defined as a structure over a roadway, which restricts the normal daytime illumination of a roadway section such that the drivers visibility is substantially diminished. Tunnels cover roadways and produce a shadow that limits the ability of the driver to see objects or obstructions within the tunnel. A structure which consists of two separate enclosures, each designated to accommodate one direction of traffic flow, is considered to be a divided tunnel. A structure consisting of a common enclosure to accommodate traffic flow in both directions is considered an undivided tunnel.
5.6.2
Tunnel Topology
Terms used to describe tunnel topology are as follows. Fixation Point: The point from which the driver fixates on the opening of the tunnel to identify hazards on the tunnel roadway. This is equal to one safe sight stopping distance (SSSD) from the tunnel portal. This is also the point at which adaptation begins. Approach: The external roadway area leading to the tunnel between the fixation point and the portal. Adaptation Point: The adaptation point is where the structural opening of the portal becomes the principal feature in the field of view. Form this point forward, the eye will be influenced solely by the luminance of the tunnel interior. An observer height of 1.45 metres above the roadway is used to conform to IESNA RP-8. The roof of a vehicle creates a range of windshield cut-off angle from 22-25. Actual height and windshield cutoff may vary for truck and cargo vehicles. The distance back from the portal, where the sight line of the cut off angle lines up with the top of the tunnel opening, determines the adaptation point. Any angle from 22-25 can be used. Adaptation Distance: The distance between the adaptation point and the portal. The formula to calculate adaptation distance is: (Portal Height (m) Observer Height (1.45 m) / Windshield Tan (22-25 deg) Draft Final Document Page 29 March 2013
ROAD LIGHTING MANUAL Portal: The plane of entrance into the tunnel,where the roadway changes from uncovered to covered. Threshold Zone: The area inside the tunnel between the portal and the beginning of the transition zone. The first stage of the eyes adaptation from the high natural lighting level outside the tunnel to lower levels inside the tunnel. Even when sunscreens are used, the length of the threshold zone is still measured from the tunnel portal. The length of the threshold zone should be equal to the SSSD for the tunnels design speed minus the adaptation distance. Transition Zone: The area between the threshold zone and the interior zone, which allows motorists to achieve appropriate eye adaptation by incrementally reducing the level of luminance required in the threshold zone to the level of luminance in the interior zone. The total length of the transition zone can be as long as 25 seconds of travel at posted speed. Interior Zone: The area within the tunnel after the end of the transition zone where eye adaptation is complete. Exit Lighting: Exit lighting is not discussed or recommended as part of the tunnel lighting system except when circumstances make it a requirement. The designer should review this issue with the operator of the tunnel to determine if the use of exit zone lighting is needed.
5.6.3
Traffic and Roadway Geometry
5.6.3.1 Traffic
The yearly average number of vehicles that pass through a tunnel for all lanes in one direction within a 24-hour period, the Average Annual Daily Traffic (AADT), is significant in determining not only tunnel luminance levels, but also in quality of lighting, lighting equipment types, and maintenance and operation procedures. When designing a tunnel lighting system, traffic volume and speed should be taken into account. Higher speeds place increased demands on driver discretion and responses, which are influenced by the eye adaptation process, with higher levels of illumination needed. A high traffic volume also implies a need to maintain the flow of traffic. The perception by the motorist of the presence of light within the tunnel will encourage the motorist to maintain speed. Interior surfaces with high luminance levels will give motorists the impression of a bright tunnel. The designer should consider the operational requirements of the tunnel including possible reversible lanes and maintenance procedures.
5.6.3.2 Divided and Undivided Structures

Traffic flow in divided and undivided tunnels differs in many respects. Divided tunnels are regarded as offering safer traffic flow. In divided tunnels there is almost no possibility for head-on collisions, and in the case of multi-lane tunnels, the occupancy of lanes is more evenly distributed than in undivided structures. The night-time lighting level in undivided Draft Final Document Page 30 March 2013
ROAD LIGHTING MANUAL tunnels should remain at daytime interior levels compared to divided tunnels, where the light levels will be reduced to the suggested night level during night-time traffic hours.
5.6.4
Visibility at the Tunnel Approach
During daylight hours the eye is adapted to the high luminance of the outdoor environment. When the eye is exposed to high luminance levels it has limited ability to discern surfaces with low luminance. When drivers approach a tunnel portal and cannot see inside the tunnel, due to the difference between outdoor luminance and tunnel luminance, they may slow down or brake. This is known as the black hole effect. To overcome the black hole effect, the tunnel lighting system must provide enough light to enable a motorist approaching the tunnel to see inside. A substantial amount of light must be produced in the threshold zone to reach an acceptable reduction from the exterior to interior luminance so that the eye can adapt. The length of the threshold zone luminance is determined by subtracting the adaptation point from the SSSD. This distance will enable a motorist to see inside the tunnel and respond to a hazard. Once the eye is no longer exposed to exterior luminance, a transition can be made to a lower level of tunnel interior lighting that is economical and safe. The transition must allow time for the eye to physically adjust to low levels of illumination. If the threshold zone is too short, in relation to the speed of travel, the time available for eye adaptation may also be too short, resulting in a black-out effect. If the transition zone between threshold and tunnel interior lighting is too short, a screening phenomenon (i.e., a defined and perceptible line of light and dark) detrimental to the drivers performance will occur.
5.6.4.1 Traffic Speed

Since adaptation to lower luminance levels under dynamic conditions is relatively slow, traffic speed is of great importance in determining the required luminance value in the threshold zone. For example, a motorist approaching a tunnel entrance at a relatively low speed, say 40 km/h, and observing the tunnel portal at a distance of 150 m, will have a pre-adaptation period of 13 seconds before the entry into the tunnel, permitting significantly lower luminance values in the threshold zone. A motorist travelling at 80 km/h will have only 6.5 seconds for eye pre-adaptation, thus, the demand for eye adaptation will be more severe and significantly higher luminance values will be required in the threshold zone. In this chapter posted speeds have been used when determining the lighting requirements instead of design speed. The posted speed is the legal limit for approaching and passing through a tunnel. If a tunnel owner or operator determines that the roadway lighting design speed limit should be higher than the posted speed, lighting impacts must be considered.
5.6.4.2 Night Adaptation

At night the driver is adapted to a low luminance environment. Night-time tunnel lighting is similar to night-time roadway lighting, provided that the level of illumination is consistent with this document. (Note: Night-time tunnel roadway luminance shall be no greater than three times the approach roadway levels.) Draft Final Document Page 31 March 2013
5.6.5
Eye Adaptation at the Tunnel Approach
To determine the requirements for the luminance levels in the threshold zone the lighting designer must assess the level of exterior luminance to which the eye is adapting. High luminance surfaces in proximity to the portal enhance the black hole effect and require higher luminance levels inside the tunnel threshold.
5.6.5.1 Solar and Tunnel Orientation

The presence of the sun in or near the approach viewing angle of the tunnel portal creates a severe illumination design problem. This occurs with east-west tunnels at the east portal prior to sunset and at the west portal for a period after sunrise. If the sun is close to the viewing angle of the portal curing an approach to a tunnel, the luminance of the sky will be very high, creating a high veiling luminance. A depressed portal, which permits a direct line of sight to the sun at low viewing angles, will accentuate the problem. An example would be an approach to a tunnel under a river. No tunnel lighting system can compete directly with the sun. The only alternative is to block the sun from view, or rely on motorists to shield their eyes.
5.6.5.2 Sky
The sky is usually the second highest luminance surface to be considered when examining eye adaptation. The luminance of the sky varies with the location of the sun, latitude, weather (clouds or humidity), and atmospheric particulate. The amount of sky seen by the motorist during the approach to a tunnel will depend on the topography around the tunnel. There may be very little sky in the field of view around the portal in mountainous, forested, or urban areas. The view from the fixation point of tunnels in areas with flat topography can include substantial amounts of sky. In general, the more sky viewable during the approach, the higher the roadway luminance required at the tunnel entry.
5.6.5.3 Exterior Surface Luminance

The luminance of a material is dependent on the amount of intensity striking it and its reflectance characteristics. Dark coloured materials have a lower reflectance than light coloured materials and generally will have a lower luminance given the same amount of luminous intensity. Materials can have varying degrees of specular and non specular (diffuse) reflective characteristics. N general, smooth surfaces have more specular reflective characteristics than rough, uneven surfaces.
5.6.6
The main objective in tunnel lighting design is to provide a lighting system for a given tunnel, which meets the visibility requirements for day and night conditions. The task for designers is not a simple one, particularly in the case of a new tunnel, when often only partial information about the portal and about the approach roads is available. Procedures for tunnel lighting design and the design criteria included in this chapter are based not only on theoretical Draft Final Document Page 32 March 2013
ROAD LIGHTING MANUAL considerations, but also on information drawn from practical experience and engineering judgment. Due to the complexity of the conditions and the presence of subjective factors, such as surround conditions affecting daylight penetration for open roads and urban or mountain tunnels, it is impossible to mathematically determine exact design luminance values in the threshold and interior zones. The luminance values recommended in this section serve as the preliminary design base values for the tunnel threshold zones. Adjustments to these values are required by taking into consideration the factors outlined above for the tunnel being designed.
5.6.6.1 Threshold Zone Lighting Requirements

Whether daytime lighting is to be provided in tunnels of different lengths will depend on a number of factors. Some of these factors are subjective but a designer needs to make an assessment based on tunnel orientation and seasonal solar location as to whether natural lighting will impact the visibility of objects within the tunnel. One major factor is whether a tunnel has daylight penetrating through opening in the tunnels such as columns, or through light shafts specifically designed to direct daylight into the tunnel. Good daylight penetration can aid in providing higher levels of threshold illumination.
5.6.6.2 Assessment of Major Factors Influencing Lighting Design Criteria

In the sections above, the major factors affecting lighting retirements in the tunnel entrance zone and in its interior were discussed. Due to the complexity of the conditions and the use of subjective methods, it is impossible to mathematically determine exact design luminance values in the threshold and interior zones. The luminance values recommended in this section serve as base values for the tunnel threshold zones. Adjustments to these values are required by considering the factors outlined in this section for the tunnel being designed. The reflective characteristics of pavement, wall, and ceiling materials shall be taken into account for computing roadway luminance values. The lighting designer shall also take into account daylight penetration into the tunnel. The luminaires shall be wall mounted. Care shall be taken to ensure that the maintenance on these luminaires will not pose an unacceptable level of safety or an unacceptable level of service if lane closures are required for lighting maintenance.
5.6.6.3 Equipment and Luminaires

Tunnel lighting luminaires must be ruggedly constructed to withstand the harsh environment found in all tunnels. Vibration, air turbulence caused by vehicles, exhaust fumes, road dirt, and periodic washing of tunnels with industrial detergents and high pressure spray equipment are some of the conditions to which luminaires are exposed. The following are factors that must be evaluated in the design, selection, installation, and testing of tunnel lighting equipment:
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ROAD LIGHTING MANUAL Prevention of vapour, dust, and water jet spray from entering in the luminaires Ease of cleaning, relamping, and replacement of parts Resistance to corrosion and reactions to dissimilar materials (e.g., concrete) Physical strength sufficient to prevent warping, twisting, or deforming during installation or servicing Highest and lowest ambient operating temperature within the tunnel Luminaires which permit specific directional light control, resulting in improved contrast and overall visibility conditions
Luminaires must be placed well outside the vehicular clearance envelope of the tunnel.
5.6.7
Lighting Standard
The tunnel interior zone is the portion of the tunnel where the motorists vision has adapted to a low luminance environment. Luminance levels in the tunnel interior for daytime conditions should be as summarized in Table 5-5. During night-time the motorists eyes are adapted to the low exterior luminance; therefore, a night-time pavement luminance of 2.5 cd/m2 minimum average is recommended for the entire length of a divided tunnel (this luminance value has been derived by consensus among experts). However, if the tunnel is undivided with bi-directional traffic, the lighting level should remain at daytime interior levels. The approach and exit roadways should have a luminance level of no less than one-third the tunnel interior level for one safe stopping sight distance.
Table 5-4: Minimum Average Luminance Table Minimum Average Luminance (L) = CD/m2, Illumination (E) = LUX 8.0 CD/m2 Uniformity Ratio (minimum to average) 0.4 Light Source LED or Equivalent Mounting Height Side Mounted
Tunnel (Interior Zone Level 1) Day Tim Luminance (Interior Zone Level 1) Day Tim Luminance Interior Zone Luminance
6.0 CD/m2
0.4
LED or Equivalent
Side Mounted
2.5 CD/m2
0.4
LED or Equivalent
Side Mounted
Source: Lighting Specification, Roadway/Parking, Tunnels/Underpasses, Lighting Poles & Public Lighting Management System, Emirate of Abu Dhabi, November 1, 2011.
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Table 5-5: Recommended Daytime Interior Zone Average pavement Luminance (in cd/m2) Traffic Flow Traffic Speed <2,400 AADT 100 km/h 80 km/h 60 km/h 6 4 3 >2,400 AADT > 24,000 AADT <24,000 AADT 8 6 4 10 8 6
Source: Tunnel Lighting, ANSI/IES RP-22-11, Illuminating Engineering Society, February 12, 2011.
5.6.8
Electrical Power Supply and Distribution
It is important that the tunnel lighting power supply be highly reliable. It is recommended that primary feeders be duplicated and originate from different segments of the power network to minimize the possibility of power supply interruption. Lighting circuits should be divided between the primary sources or should be configured to provide an equivalent level of redundancy.
5.7
5.7.1
Lighting of Exterior Environment

General
Lighting for the outdoor environment is different than lighting an interior space. These differences present certain challenges not usually found in interior lighting. Outside, the universal standard is the daytime sun, yet night-time electric lighting falls far short of daylight lighting in numerous ways including: Electric lights cannot light the sky as the sun does; therefore the night-time "ceiling" is always dark, resulting in extreme contrasts compared with any light or lit surface. No single man-made light source is as powerful as the sun; therefore, numerous, smaller, close-by sources must be used. They can contribute to various forms of glare and thus impede "seeing" the surfaces of interest. At low light levels, the eye works differently than at high light levels. Low light level receptors have highly specific requirements to detect, identify, and process the visual cues the brain needs to "see" and permit normal function. People encounter different emotions related to the night environment. Viewing dramatic scenery, sporting events, outdoor entertainment, and even feelings about personal security all have a personal impact that is largely controlled by lighting quality. Page 35 March 2013
ROAD LIGHTING MANUAL Since the night scene provides minimal light boundaries, outdoor lighting can be "seen" at great distances. Night time visual clutter can be disturbing. Night-time tasks, such as playing sports or driving automobiles, have very specific lighting requirements so people can perform these tasks safely and precisely.
There is an expectation (or need) to control the light added to the outdoor environment. Some people want the dark for sleeping, star gazing, or privacy. When this need for darkness conflicts with other people's need for light, the control of light becomes critical, resulting in ordinances and bylaws, needs while being responsive to the need for quality exterior lighting. The following section of the document provides design guidelines for outdoor lighting applications.
5.7.2
5.7.2.1 Structure Lighting

Structure lighting serves many purposes and communicates prestige, safety, symbolism, and recognition. Whatever the application, distinctive, well-designed lighting is one of the best ways to attract attention and make a favourable impression on the viewer with a small investment. Modern light sources, when properly applied, can help enhance the intrinsic charm, beauty, and utility of any setting. The focus here is on essential principles of structure lighting.
5.7.2.2 Landscape Lighting

Landscape lighting includes a wide variety of outdoor areas including both natural and built environments. Projects may include natural meadows or woods, parks, corporate offices, hotels, theme parks, golf courses, residential gardens or boulevards, and entry features. In every setting, lighting can add aesthetic beauty, expand the number of usable hours, improve safety, increase security, and develop a desired image. Luminaire types, sources, wattages, and lighting techniques chosen vary based on project size, usage, needs, and expectations of the owner. Considerations must be given to the requirements and appearance of plant materials in landscape lighting installations. In all cases, the lighting designer's main task is to create a safe, attractive night-time environment using an energyefficient low-brightness system. Designs shall begin with a thorough site survey. Give careful consideration to the landscape elements present. These include softscape (trees, shrubs, flowers, and other plant material), hardscape (rocks, cliffs, sidewalks, stairs, plazas, benches, planters, and other site furnishings), and water features. In every case, the designer must take into account the surroundings so that the lighting of individual elements blends with the rest of the lighting composition. Designers shall then take the following steps: Determine the intended use of the space and the nature of the audience. Realize that the significant areas in daytime may not be (and are not required to be) the same as the significant night-time areas. Locate major and minor focal points. Page 36 March 2013
ROAD LIGHTING MANUAL The designer's knowledge shall include the characteristics of all plant material being lit, and those not being lit, because these factors dictate the selection and location of equipment. Information concerning plant characteristics can be obtained from the project landscape architect, agricultural extension services of local governments and universities. Plant characteristics vary with both plant type and region. Consider the following characteristics: Overall shape, height, width, maturing, and type Foliage characteristics (shape, colour, reflectance, texture, translucency, and density) Branching pattern (open, closed, dense, upright, or weeping) Trunk and bark condition (striped, thorny, peeling, cracked, multicoloured, or flaking) Root depth, spread Growth rate (how quickly, how much) Evergreen or deciduous Seasonal changes for the location
5.7.2.3 Outdoor Sculptures

A three-dimensional sculpture must be lit from more than one direction to provide the essential highlights and shadows that reveal shape or texture. This can be accomplished by using different lamps, colour filters, or beam patterns from different angles. For example, a bronze sculpture with patina may appear light blue, green, or gray, depending on the light source. Directional lighting models sculptures, expressing depth and highlighting some areas while allowing others to fall into shadow. Shadows are indicators of surface form and texture, providing they are not so dark as to conceal important details. Highlights also give good visual clues about surface characteristics, but they should not dazzle or cause uncomfortable glare. If a sculpture at eye level (or lower) is lit from above on all sides, there shall be few problems for the viewer. When the sculpture is tall, however, there may be glare. Some solutions are listed below: If lighting the sculpture from above with structure-, pole-, or tree-mounted lights, angle the luminaires sharply downward and relieve shadows with a high-reflectance pedestal. Keep light beams entirely within the mass of the display by using shielded luminaires and selecting lamps with the correct beam spread. Illuminate the sculpture from below if that does not distort its appearance. Combine ambient, diffuse lighting (fill light) in the space with narrow-beam lighting (key light) on important parts of the sculpture.
5.7.2.4 Vertical Displays

It is often necessary to illuminate large vertical displays uniformly. Floodlights mounted far from a vertical surface mute a vertical display's texture; floodlights mounted close accentuate texture. Carefully select floodlight luminaires that do not create Draft Final Document Page 37 March 2013
ROAD LIGHTING MANUAL hot spots on the display. Occasionally one feature of the display may need to be highlit. This can be accomplished with spotlighting.
5.7.2.5 Trees
There are four basic approaches to illuminating trees: Uplighting, the most common landscape lighting technique, creates different effects depending upon luminaire placement. Frontlighting shows or creates shapes, highlights details and colours, and reduces or emphasizes texture, depending on how far the luminaire is from the plant(s). Backlighting (silhouetting) shows only form, adds depth by separating the plant(s) from the background, and creates drama by eliminating colours and details. Sidelighting emphasizes plant textures and creates shadows that can be used to tie areas together.
Perhaps the most important uplighting effect is anchoring the tree to the landscape. If the trunk is not included when accenting the tree, the canopy appears unnaturally detached from the ground. Luminaire placement also depends on the overall shape of the tree, its branch structure, and its foliage type. Open spreading trees. Place luminaires one-third to one-half the distance between the trunk and the edge of the canopy to highlight it from within. Flood-type distributions are appropriate for broad canopies (e.g., oaks, willows, etc.). Tilted optics and crossing beam patterns enhance both depth and texture. Open vertical trees. Place luminaires closer to the trunk and aim them vertically. Narrower distributions are appropriate for vertical trees (e.g., palms, poplars, etc.). Dense spreading trees. Luminaires should be placed outside the branch structure. Luminaires placed close to the foliage and aimed up (grazing) emphasize texture; luminaires placed farther away highlight shape.
Downlighting involves lighting areas, trees, or plant material from above. Aiming downlights through a tree's leaves and branches creates soft subtle shadow patterns on the ground. This is called "moonlighting" when using clear mercury vapour and "dappled light" when using a white light source such as incandescent or metal halide. Luminaires should always be placed as high in the tree as possible. Luminaires positioned toward the centre of the tree generally create more shadows, while luminaires placed toward the edge of the tree (filtered by fewer leaves) result in higher light levels. High levels are not required to be effective. For comparison, a full moon produces only 0.1 lux of illumination. In general, the luminance ratios between focal points and their surroundings should range from 3:1 to 5:1 or, at most, 10:1 for special effect.
5.7.2.6 Water Features

Water features include both natural and built environments. Waterfalls, ponds, streams, and ocean fronts comprise a surrounding's earth features. A designer shall evaluate these surroundings and determine if a specific earth feature is to be a focal point, transition area, Draft Final Document Page 38 March 2013
ROAD LIGHTING MANUAL or background element in the scene. When locating equipment, several factors should be considered, including critical angles, viewing angles, and whether the equipment is above or under water. Check local building codes carefully for any restrictions on equipment locations. When positioning equipment, make sure the luminaires are aimed so that the source cannot be seen directly or indirectly as a result of reflection and refraction angles. If placing equipment under water, the effect of light and heat on the organisms living there must be considered. All such equipment must be listed for submersible use, and all electrical codes for underwater lighting followed precisely. Fiber optics can simplify this situation because the electrical equipment is separated from the water and only requires seals to prevent water leakage out of the fountain and capillary action along the fiber. Note that all submersible equipment is about three to five times more expensive than normal wet-location outdoor equipment. Equipment not placed under water can be installed in trees, on nearby structures, in the ground surrounding the fountain, or on the fountain structure. Maintenance and access issues should always be kept in mind. This approach may yield a less dramatic solution than that produced by submerged equipment, but the result may be far more practical and considerably less expensive.
5.7.3
Design Standard
5.7.3.1 Architectural Lighting

Precise requirements for the architectural illuminance of buildings, facades and structures cannot be giving so specifically because the values are affected by many more variables. However, the general recommendations of the below table the recommended average illumination levels for design. Better design criteria should be obtained and provided to relevant Municipality or DoT on the reflectance of the surface material, its state of cleanliness, and the district brightness. It is assumed that the building surface is reasonably matte; specular finishes will require additional special consideration. Successful building floodlighting depends on much more than achieving the recommended maximum average illuminance, and there is only an indirect relationship between illuminance, luminance, and the visual effect produced.
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ROAD LIGHTING MANUAL Table 5-6: Illumination Requirements for Architectural Lighting Approximate Reflectance Typical Materials* Surface Condition Maximum Average Illumination (E) = Lux For District Brightness ** Low 0.8 White Brick, Tiles or Painted Sand, Sand Stone, Portland Stone Clean Fairly Clean Fairly Dirty Clean Fairly Clean Fairly Dirty Clean Fairly Clean Fairly Dirty Clean Fairly Clean Fairly Dirty Clean Fairly Clean Fairly Dirty 15 20 45 20 35 65 30 45 90 40 55 110 55 80 160 Medium 25 35 75 35 55 110 50 75 150 60 90 180 90 140 280 High 46 60 120 60 90 180 80 120 240 100 150 300 150 230 450
0.6
0.4
Middle Stone, Mud Brick, Medium Concrete Dark Stone and Tiles
0.3
0.2
Dark Granite, Tiles Red Brick
Source: Lighting Specification, Parks, Public Realm & Architectural Lighting, Emirate of Abu Dhabi, November 1, 2011. Notes: * Based on reflectance for a white light. Values will need to be adapted for light sources with a defined colour, and be decided with site trails/mock-ups. ** Typical districts are: Low Brightness Rural, Medium Brightness Suburban, High Brightness Town and City Centres. Refer also to the requirements of Estidama.
It is important that the colour of surface material is accentuated if light of the same colour is used. Also attractive effects are sometimes achieved by using light of different colours at different times and/or in specific locations. The following table gives the factors by which the calculated illuminance based upon white light, has to be increased in order to achieve the same apparent value visually with coloured filters are proposed. These factors take into account the fact that coloured light is more conspicuous, but also the transmission looses of different filter colours. Wherever colour is proposed, these are only general guidelines and it is always suggested to use actual filter transmission vaults, physically test and, if necessary, mock-up the proposal before finalizing the design and fixture specifications.
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ROAD LIGHTING MANUAL Table 5-7: Illumination Factor for different colours Illumination Multiplier Factor 2 4 6 1.5 Illumination Multiplier Factor 1.25 1.75 5 3
Coloured Light Red Green Blue Amber
Coloured Light Yellow Orange Purple Pink
Source: Lighting Specification, Parks, Public Realm & Architectural Lighting, Emirate of Abu Dhabi, November 1, 2011
Coloured LEDs emit coloured light directly from the chip without additional filtering required. As such, the values obtained within lighting design software from luminaire photometry can accurately be compared against white light fixtures and the resultant illuminance and luminance figures, which is a good guide to effectiveness. Conversion factors do not need to be applied as the outputs in all colours is achieved at 100% of the rated outputs. However, it is always suggested to physically test and, if necessary, mock-up any coloured lighting solutions within the proposed before finalizing the design and fixture specifications.
5.8
5.8.1
Sign Lighting
General
Traffic signs are placed along the roadway in strategic locations and are used to convey specific, consistent messages to the motorist. The intent of using standards in designing is to ensure that all traffic signs are designed to provide a message that can quickly and accurately convey the necessary information and to provide consistency in the design of signs nationwide. Sign legibility at night can be achieved in one of two ways: 1. Retro-reflection of the letters and background of the sign by vehicle headlights 2. Illumination of the sign face by an internal or external fixed-source sign lighting system The retro-reflection concept is used almost universally for traffic signs placed along the edge of the roadway. The illumination of the sign face by a fixed-source sign lighting system has generally been used on traffic signs placed over the roadway or in cases where the retroreflective properties of the sign will not provide adequate legibility. A sign designed to be legible under daylight conditions can be illuminated to fulfil its basic purpose at night. A properly designed sign lighting system can aid the motorist with the rapid and accurate recognition of the sign's shape, colour, and message. This serves to improve safety by reducing the possibility that motorists will stop or significantly reduce their speed at Draft Final Document Page 41 March 2013
ROAD LIGHTING MANUAL locations where signs may be otherwise difficult to read. Sign Lighting can also be used on signs installed in locations having a high level of ambient light in order to make the sign legible against the surrounding area.
5.8.2
The amount of ambient light in the area adjacent to where a roadway sign is present plays an important role in determining the amount of sign lighting that is required in order to adequately convey the sign message to the motorist at night. This ambient light is called the ambient luminance and is defined as the background luminance against which a sign is to be viewed by a passing motorist. High levels of ambient luminance may make sign lighting warranted regardless of the retro-reflective properties of the sign face material. Since there is no approved method for measuring ambient luminance, the three classifications of ambient luminance that are listed below have been developed as a guide for the lighting engineer: 1. Low Low levels of ambient luminance exist in rural areas without roadway and/or intersection lighting. Objects at night are visible only in bright moonlight. There is very little or no other lighting in the area. 2. Medium Medium levels of ambient luminance exist in intermediate areas with some roadway and/or interchange lighting. They may contain small areas of commercial lighting. 3. High High levels of ambient luminance exist in urban areas with high levels of roadway lighting. They may contain brightly lit commercial advertising signs, building facades, and/or highly illuminated parking facilities.
5.8.3
Sign Lighting Standard
Once it has been determined that sign lighting is warranted, the lighting engineer shall select a light source that will light the sign so that it exhibits the same colour rendering properties during the hours of darkness as it did under daylight conditions. The amount of light that is required to adequately light the sign during the hours of darkness is defined as the quantity of light. There are several different types of light sources available from which to light roadway signs. Each light source has its own set of unique characteristics that may make it more desirable than others for a given sign installation. Energy consumption is a major consideration in choosing a light source. However, there are other factors such as colour rendering, operating temperature, efficiency, and ease of maintenance that are equally important and shall also be evaluated. The light source that is selected shall be able to adequately light the face of the sign without interfering with the contrast between the letters that make up the legend and the background of the sign that they are installed on. The contrast between the letters and the background Draft Final Document Page 42 March 2013
ROAD LIGHTING MANUAL will determine how quickly and accurately a passing motorist can recognize the shape and colour of the sign as well as the interpretation of the message that is being displayed. The amount of sign lighting that is required in order to adequately convey the sign message to the motorist at night is also dependent on the amount of ambient luminance in the area adjacent to where the sign is present. The recommended average maintained levels of illuminance or luminance for the three classifications of ambient luminance are shown in the Table 5-8. Table 5-8: Average Maintained Levels of Illuminance or Luminance Ambient Luminance Low Medium High Sign Illuminance (Lux) 100-200 200-400 400-800 Sign Luminance (cd/m2) 22-44 44-89 89-78
Source: Lighting Specification, Parks, Public Realm & Architectural Lighting, Emirate of Abu Dhabi, November 1, 2011.
5.8.4
The lighting units that illuminate the face of a sign may be located on either the top of the sign, the bottom of the sign, or remotely located on an adjacent support. The lighting engineer shall evaluate the following considerations before selecting the mounting arrangement that is to be utilized. 1. 2. 3. 4. 5. The luminaire housing shall not obstruct the view of the sign message. The reflected light shall not reduce the visual performance of the sign message. Contribution to sky-glow shall be limited as much as is practicable. The spill light shall not be directed into the eyes of motorists. The luminaire mounting arrangement shall not create maintenance problems.
Locating the lighting units on the bottom of the sign, if practical, is generally the preferred alternative for the following reasons. 1. The reflected light is less likely to reduce the visual performance of the sign message or produce reflected glare into the eyes of motorists. 2. The lighting units do not produce daytime shadows and reflections from the sun on the face of the sign. 3. The lighting units are easier to access for maintenance. 4. The lighting units may collect snow and dirt, but may also be cleaned by rain. 5. The face of the sign may only partially shield the light that spills onto traffic approaching from the rear of the sign. However, a separate shielding mechanism can be provided on the lighting units that will minimize this effect.
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ROAD LIGHTING MANUAL 6. Excess sky-glow or light pollution may be inherent. However, a separate shielding mechanism can be provided on the lighting units or optical control equipment can be utilized in order to minimize these effects. 7. The lighting units may obstruct the view of the sign message at some viewing angles. However, proper placement and installation of the lighting units can minimize this problem. In addition to the above considerations, the lighting engineer shall also verify that the adjacent roadway lighting system, if present, does not adversely impact the lighting levels on the face of the sign or physically block the face of the sign. The adjacent roadway lighting system is not intended to perform the lighting of the adjacent overhead retro-reflective signs.
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LIGHTING EQUIPMENT
Roadway lighting equipment shall conform in all respects to high standards of engineering and workmanship. It is not the intent to specify completely herein all the details of design and manufacturing of the roadway lighting equipment. It may be noted that standards specified are the bare minimum required. Equipment shall conform in all respects to high standards of engineering design and workmanship and should be capable of performing continuous commercial operation within the parameters guaranteed by the manufacturer in a manner acceptable to the appropriate agency, who shall have power to reject any material if found, in their judgement, not in accordance with the specifications. All material and equipment of the roadway lighting equipment shall be brand new and unused and of the latest proven state-of-the-art technology. Prototype equipment shall not be accepted. The equipment provided under this manual shall be manufactured under quality assurance system conforming to ISO 9000 or its equivalent National Standard. Light poles (or equivalents) shall be designed in accordance with the requirements of the Standard Specifications for Structural Supports for Highway Signs, Luminaires and Traffic Signal, as published by AASHTO. The alternative codes and standards may be proposed and it can be proven that this will give an equivalent or higher degree of quality than the referenced Codes and Standards. Acceptability of any alternative Codes or Standard is at the discretion of appropriate agency. In case of discrepancy between this manual and any of the Applicable Codes and Standards, the following order of precedence shall apply: Roadway Lighting Manual Applicable Codes and Standards Acceptable Alterative Codes and Standards
6.1
Lanterns
This section contains the description and standards of lanterns for roadway lighting. Lanterns shall include, but are not limited to, all lamps, ballast and related materials and appurtenances required for the installation on lighting poles. Lantern manufacturers shall provide a warranty against fixture failure for five years on the offered product. Weather-proof, corrosion-resistant nameplates shall be provided on the outer surface indicating ratings, type and manufacturer name. Standard lanterns specified herein are shown in Chapter 6 of Standard Drawings for Road Works Manual A18 (DOTMR-D-14).
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6.1.1
1000 Watt High Pressure Sodium Lanterns for 30.5-Metre High Poles
6.1.1.1 General
The 1000 W high pressure sodium lanterns for 30.5, 20 and 18-metre high light poles shall be cut off, type V for symmetrical pattern, or type III for asymmetrical pattern as directed by the appropriate agency. The lanterns shall be die-cast or extruded, mechanically strong, and easy to maintain. The lantern, when installed, shall be of adequate design to operate at a mounting height of 30.5 metres and 20 metres and withstand a wind speed of 160 km/h. The ballast components, socket, reflector, mounting adjustments, and wiring terminals shall be readily accessible for servicing. The lantern shall be provided with a levelling surface and shall be adjusted for + 3 degrees to the pipe arm axis and for any degree of adjustment with respect to the arm axis. The lantern shall have a pipe arm barrier to limit the amount of insertion. The terminal board shall be equipped with pressure terminal connectors. The lantern shall be enclosed and gasketed and shall have an activated charcoal filter for breathing. The lantern shall be dust-proof and watertight with mechanical degree IP-55. The lantern shall have two compartments: one for ballast components on a removable tray and the other for lamp, reflector and refractor. The refractor shall be made of crystal-clear, heat-resistant, tempered glass or crystal-clear and heat-resistant, boro-silicate glass. The latches, nuts, screws, washers, pins and other parts shall be made of stainless steel. The lamp sockets shall be type E40 heavy duty porcelain enclosed, adjustable for varying candlepower angles and equipped with suitable means for limiting lamp vibration. The housing and refractor holder shall be made of aluminium or stainless steel. Other external metal parts shall be finished to match the adjacent polished aluminium or stainless steel surfaces. Alloys that darken due to atmospheric exposure, the finish shall be accomplished by painting with suitable lacquer enamel or other paint. The optical assembly shall consist of a pressed baro-slilcate glass or chemically bonded glass reflector with sealed spun aluminium cover. The lamp shall be installed vertically with the base up for all lanterns. Male and female sockets shall be provided between the lamp and control gear.
6.1.1.2 Lamps and Ballast Requirements

The ballasts shall be designed to operate the high pressure sodium lamp at the requested power rating, and it shall be able to start the lamp and control it continuously for ambient temperatures ranging from 0 to +50 C. The ballast shall accept 120 V supply voltage and shall be fused. The fuse shall be rated in accordance with manufacturers recommendation. The ballast shall meet with the following specifications: It shall be suitable for 50 Hz, 230 Vac+10% operations. The permissible voltage dip without causing the lamp to extinguish shall be 60-30%. Page 46 March 2013
ROAD LIGHTING MANUAL It shall have an overall power factor of at least a 0.9 when operated under rated lamp load at half of lamp life. It shall operate the lamp without affecting adversely the lamp life and performance as specified herein. It shall withstand a 2.5 kV dielectric test between core and windings. It shall have a nominal secondary open circuit voltage of 456 V. It shall have a pulse peak voltage of 3 kV minimum and 5 kV maximum. Lamp wattage regulation shall not be more than 0.8% for each 1% change of line voltage.
The lantern manufacturer shall provide all the supporting literature to ensure that the proposed lamp control ballast is meeting the above requirements and any written confirmations/document recommending deviation will not be accepted.
6.1.2
Light Emitting Diode (LED) Luminaires
6.1.2.1 General
Light Emitting Diode (LED) luminaires and their accessories shall conform in all respects to high standards of engineering and workmanship. It is not the intent to specify completely herein all the details of design and manufacturing of the LED equipment. It may be noted that standards specified are the bare minimum requirement. All the LED equipment listed herein shall conform in all respects to high standards of engineering design and workmanship and should be capable of performing continuous commercial operation within the parameters guaranteed by the installer. The appropriate agency shall have power to reject any material if found, in their judgement, not in accordance with the specifications. All the material and equipment of the LED luminaires and their accessories to be supplied shall be brand new and of the latest proven state-of-the-art technology. Prototype equipment shall not be accepted.
6.1.2.2 Design
The LED luminaires shall be designed to operate continuously at the specified ambient temperature and humidity with special attention given to the effects of direct sun-exposure during the day and the occasional sand storms and dusty weather in designing the luminaire body. The LED luminaire shall be provided with suitable optical assembly for mounting on light poles as indicated on the drawings and shall provide efficient even low-glare illumination with correct cut-off angles as set out in CIE 126-1997 (Guidelines for Minimizing Sky Glow) and the overall requirements for Estidama Communities projects as applicable for the area and zone of the project. The LED luminaire shall be designed to operate continuously at the specified ambient temperature and humidity. The manufacturer shall guarantee the performance of the LED Draft Final Document Page 47 March 2013
ROAD LIGHTING MANUAL luminaire under this design conditions. As the international standards are being developed by various agencies, the best suitable standard to suit to the specified ambient conditions and climatic conditions shall be adhered to by the manufacturers. Special attention shall be given to the occasional sand storms and dusty weather in designing the luminaire body. As the complete luminaires are exposed to the sunlight, the manufacturer shall specify the maximum design storage temperature under which the specified performance and the guarantee of the components are unaffected. The complete luminaire shall be slim and low profile, thus minimizing the wind load requirements. The finish coating for housing shall be with an anti-corrosive anodized/painting process or equivalent, providing excellent UV and environmental exposure resistance to fading, peeling cracking or corrosion. The driver(s) shall be integral to the fixture head, encapsulated/potted and protected in a waterproof (IP) environment, enabling access to the driver(s) for easy maintenance requirements. The fixtures shall be CE or UL certified, or comply with equivalent international standards with all certification made available. The output of the luminaire shall meet the lighting requirements listed in Chapter 5 for roadway/community lighting. Currently, the LED Luminaires are considered for the following road types and areas: Freeways/Expressways (design should justify LED usage) Major arterials/secondary arterials Local roads/sector roads Parking areas Parks, walkways and landscape lighting Below bridges
In all cases, it shall be the responsibility of the design engineer to select the luminaire to meet the required lighting level based on the lighting study for different road types and areas per this manual.
6.1.2.3 Manufacturing
The light source shall be high brightness white LEDs with individual minimum efficacy of at least 100lm/W arranged modularly to provide the required lighting output. All lumen figures shall be Deliver (Hot) Lumens. The LEDs shall be from a reputed manufacturer of LEDs with proven past performance in accordance with ANSI/NEMA/ANSLG C78.377-2008 (American National Standard for Chromaticity of Solid State Lighting Products) or a similar, approved International Standard. The LED shall be removable/replaceable on site by modular means without any possible risk to maintaining luminaire photometry and without the need to demount the fixtures for sake of future upgrading/maintenance requirements. The luminaire shall be fitted with optical refractors, diffusers and/or reflectors. Different optics shall be proposed to exactly suit the specific applications. Independent laboratory Draft Final Document Page 48 March 2013
ROAD LIGHTING MANUAL photometric test reports shall be submitted for the luminaire photometric files used in the lighting calculations. The testing should conform to IESNA LM-79-08 standards. The LED modules shall be mounted on heavy duty heat sinks to ensure excellent head dissipation. The design of the heat sinks shall be such that here is a direct thermal path from the led junctions to the atmosphere thus providing a thermal transfer effect throughout the life of the luminaire. The heat sinks shall be proprietary and designed by the lighting manufacturer to enable the luminaires to work efficiently in Abu Dhabi climatic conditions. The luminaire shall be provided with a demonstrated ventilation arrangement allowing heat to dissipate to the atmosphere. The luminaire shall be designed to prevent collection of debris on the heat sinks by proven and stated means. The manufacturer shall provide test certification in accordance with IEC 60068-2 68 Part 2 Test L: Dust and Sand and should be submitted by the manufacturer from an independent/independently certified test laboratory. The test certificate should provide evidence that the heat increase inside the housing enclosure with dust and sand should not be more than 10% of the heat inside without the accumulation and with no adverse effect on the lifetime of the luminaire and components. The design shall be such that the luminaire shall be self cleaning in normal operation. The luminaire shall be provided with a heavy-duty rugged case aluminium adjustable slip fitter mountable to suit the proposed pole. The contractor shall coordinate with the LED fitting manufacturer and pole manufacturer to ensure complete compatibility of the products.
6.1.2.4 Factory Testing

The following type tests are to be carried out for the Luminaire/LEDs as per prevailing international standard, and a copy of the type test certificate needs to be submitted along with the technical proposal. 1. 2. 3. 4. 5. 6. 7. IP Protection Test Photometric Test Luminous Intensity Distribution Operating Life Test under Design Ambient Temperature and Humidity Non Operating Life Test for Thermal Shock, Mechanical Shock Corrosion Test for the Luminaire Body Thermal test report indicating % lumen depreciation, driver case temperature, and driver overheat protection at ambient temperatures up to 55C.
6.1.2.5 Harmonic Compensation

The total harmonic distortion to the supply voltage by individual luminaire shall be less than 20% per ANSI C82.77 (2002). However, the main contractor shall measure the harmonic at the supply point (LV side of the distribution substation) after the installation of all the LED street lights and adopt harmonic compensation methods to limit the total harmonics distortion in the supply voltage to maximum 5% as per IEEE 519 regulations.
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6.1.3
LED Luminaires for Tunnel and Underpass Areas
The light fixture shall be suitable for mounting on tunnel and/or underpass ceilings (both surface-mounted and recessed versions as applicable). It shall be suitably vibration-proof, have suitable optical distribution and a slim and low profile, and shall provide efficient, even, glare-free illumination. The correct cut-off angles and spill light limits as set out in CIE 1261997 (Guidelines for Minimizing Sky Glow. Commission International de L Eclairage / 01Jan-1997) must be met and the overall requirements for Estidama Communities projects as applicable for the area and zone of the project.
6.1.4
Basis of Lantern Acceptance
The lanterns shall be tested in the presence of the appropriate agency for compliance with the specifications and relevant standards specified herein. All test reports to be submitted for approval. The illumination levels are those maintained-in-service values after taking into account light loss factor. Lantern Dirt Depreciation factor (LDD) for the purpose of calculating illumination values shall be as follows: 0.75 for lanterns mounted on 30.5 m high 0.7 for lanterns mounted on 20, 18, 14 and 10 m high poles where glass diffusers and aluminium reflectors are employed (due to glass refractors providing a 100% luminous surface area for dirt accumulation) 0.85 for lanterns where optical refractors on each LED is employed for light control (due to much reduced luminous surface area available for dirt accumulation and round conical shapes of the optics)
Lamp Lumen Depreciation factor (LLD) shall be based on manufacturers lumen depreciation data providing derivation calculations at client specified ambient temperature for 50,000 Hr life. This data should be based on LED chip manufacturers LM-80 data and any calculation for any ambient should be supported by an authentication letter from the LED chip manufacturer stating that the calculations are consistent with methods used by the chip manufacturer. Prior to the construction of any works required for the lighting system under this contract, the design engineer shall submit complete shop drawings for the proposed lanterns. The design engineers submittal shall include spectral computations by application of suitable software for all luminary types, spacing, locations, and combinations of all lit areas to prove that the proposed lanterns meet the required design standards as specified in the manual.
6.1.5
Adaptive Lighting (Automatic Dimming Controls)
Roadway lighting is typically designed for peak traffic conditions that may exist on a given stretch of street. These conditions include traffic volume, the presence of pedestrians, ambient luminance, and similar conditions. Advances in lighting control technology now allow modifying luminaire light output to match the environmental conditions likely present at a particular time. This is called adaptive lighting. Adaptive lighting not only reduces energy Draft Final Document Page 50 March 2013
ROAD LIGHTING MANUAL consumption of the street lighting system, but also prevents over-lighting, reduces glare, and minimizes light pollution. The varying of lighting levels is not recommended in all lighting scenarios. Therefore, the design of adaptive lighting should be considered on a case-by-case basis. Listed below are scenarios where reducing lighting levels in off peak periods are not recommended: Signalized Intersections: These typically include pedestrian crossings. Pedestrian conflicts with vehicles are very likely at signalized intersections even during low pedestrian conflict period. Mid-Block Crosswalk: The decision not to dim mid-block crosswalks follows the same logic as stated for signalized intersections. Roundabouts: Due to the complex geometry in roundabouts and the ineffectiveness of fixed headlights within the tight roundabout circle, it was determined that dimming should not be applied to these facilities. Roundabouts are replacements for signalized intersections and may also contain pedestrian crossings. Rail Crossings: Lighting is provided for detection of the trains; therefore, reducing lighting during off-peak periods is not recommended.
6.2
6.2.1
Poles
Straight Poles
6.2.1.1 General
The pole shall be of a type that can accommodate a variety of applications. The pole shall be made up of an extruded aluminium or steel mast that enables proprietary accessories to be mounted along its length at any height and position. The finish colour and design of the pole and accessories shall be as agreed with DoT or Municipalities for the project. Where required by design conditions, structural reinforcing steel cores shall be used to reduce deflection of pole for accessories weight requirements. If the steel core is in contact with aluminium, the manufacturer shall ensure that bi-metallic corrosion is prevented by means approved by DoT or Municipalities. All poles shall be linked by standard components, function, and design. The pole height and pole spacing shall be based on the lighting calculations complying with the lighting level specified within Lighting Design Standard for different road types and areas. The conceptual design drawings for Light Pole Details are provided in Chapter 6 of Standard Drawings for Road Works Manual A18 (DOT-MR-D-14).
6.2.1.2 Special Requirements for 30.5 M Pole

Lantern Support Ring and Head Frame
The lighting poles shall be equipped with lantern support ring system and head frame for the symmetrical mounting of up to six lanterns that can be lowered by a winch down to one metre above ground surface.
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ROAD LIGHTING MANUAL The head frame assembly shall be attached to the pole top by means of a steel slip fitter or by welded plate and secured by stainless steel screws. A watertight twist lock power receptacle shall be provided on the lantern support ring to allow testing of the lanterns while in lowered position. The inner portion of the ring shall be equipped with an approved shock absorber system protecting the pole and lantern during the raising and lowering operation. The manufacturer of the light poles shall also manufacture the head frames. The head frames intake shall be closed with heavy wire mesh to prevent bird entry.
Lowering Winch
The winch for raising and lowering the lantern support ring shall be totally enclosed and permanently lubricated and shall be of such design and gear ratio that the lowering can be accomplished at a rate of 5 m/min. The winch shall be operated by a reversible electric motor or power tool and shall be powered from a 230 V water proof outlet or receptacle located in the service area of the pole. The winch shall control a stainless steel chain in a self-locking manner. The power tool unit shall be capable of being installed at the service entrance, and means shall be provided for its remote control from a distance of 5 metres. A torque limiter shall be furnished with the power tool unit. Mechanisms using a built-in electric motor shall be equipped with an automatic shut off to stop the motor when the ring is in the top position or at the lowered ground position. The hoisting and power sheaves shall be made of stainless steel materials. The groove diameter of the sheaves shall coordinate with the diameter of the stainless steel hoisting cables and the diameter of the power cable. The entire hoisting system shall be designed so that power cables, suspension cables, and hoisting cables may be replaced from the ground. The stainless steel aircraft hoist cables of 4.8 millimetres diameter or greater shall be provided. The main winch cable shall be 6.6 millimetres diameter or greater stainless steel aircraft cable. Each cable shall have a safety factor of not less than five times the safe working load of the winch.
Power Unit
The unit shall be portable and coupled with a torque limiter, power mounting frame, and remote control switch to enable the operator to stand 5 metres away from the pole base during lowering and raising operation. The motor shall be reversible type 1.5 HP, 230 Vac, 50 Hz. One power tool should be supplied as part of materials.
6.2.2
Hinged Poles
6.2.2.1 General
Mid-hinged poles are designed so that the luminaires can be maintained when the top portion of the pole is lowered manually using only one man and a rope for lowering and Draft Final Document Page 52 March 2013
ROAD LIGHTING MANUAL raising the hinged pole. It is easy and fast operation; in addition, there is no need to block the road to do maintenance on the pole.
6.2.2.2 Special Requirement for Mid Hinged Poles

All columns should be mid-hinged and shall be designed to meet the wind load requirements of British Standard CP 3 Chapter V, Part 2-1972, and ILE Technical Report No.7. The design must consider wind velocities of 160 kph including a gust factor of 1.3. No circumferential weld shall be acceptable, except at the mid-hinged point. The mid-hinged column shall be hinged approximately midway above the base so that it may be raised/lowered by means of externally operated rope and counter weight (if required). The rope shall be portable and to be easily detachable for use with other mid-hinged columns. The movable assembly of the column must be balanced about the hinge point for ease of raising and lowering the luminaires. The supplier shall afford every facility for the inspection of the mid-hinged column and shall carry out tests on materials and welds as may be instructed by the appropriate agency. Materials or workmanship which is not in accordance with the standards shall be replaced by the supplier at his own cost. The spindle of mid-hinged column shall be stainless steel Grade AISI 316. The mid-hinged column shall have a special arrangement in order to impose no stress or pulling force upon the mid-hinged column internal cabling. At mid-hinged point there shall be arrangements to prevent ingress of water moisture and dust. The 12-metre, mid-hinged column shall be designed to accommodate a set of one and two luminaires with control gear of 600 waft high pressure sodium. The 20metre, mid-hinged column shall be designed to accommodate a set of two and three twin optic luminaires with control gear of 600 watt high pressure sodium.
6.2.3
Multi-Function Decorative Poles
A decorative pole shall be a multi-functional pole that can accommodate a variety of applications. The pole and mounting accessories shall be selected along with the luminaires to match the overall landscaping and furniture masterplan and finishes. Poles and accessories shall be made up of cast aluminium, extruded aluminium, steel or stainlesssteel. The finish colours and designs of the poles/accessories shall be as agreed with ADM for the project. Where required by design conditions, structural reinforcing steel cores shall be used to reduce deflection of pole for accessories weight requirements. If the steel core is in contact with any aluminium materials, the manufacturer shall ensure that bi-metallic corrosion is prevented by means approved by ADM. All poles and accessories shall be linked by standard components, function, and design (reference page 37 of the Public Realm specifications).
6.3
6.3.1
Conduits
Rigid Polyvinylchloride (PVC) Conduit
All rigid polyvinylchloride (PVC) electrical conduits up to 15 centimetres in diameter shall comply with National Electrical Manufacturers Association (NEMA) Standards publication Draft Final Document Page 53 March 2013
ROAD LIGHTING MANUAL No. TC 2, Electrical Plastic Tubing (EPT) and Conduit (EPC-40) and larger size PVC conduit shall comply with ANSI/ASTM D 1785. The outside diameter and minimum wall thickness of PVC electrical conduit shall be as follows: Inside Diameter (cm) 3.2 6.0 10.0 15.0 20.0 Minimum Wall Thickness (mm) 3.6 5.2 6.0 7.1 8.2
6.4
Conductors
The design of roadway lighting system should provide adequate wire size for the proper operation of the complete system. In addition, it is important to include the adequate capacity in the electrical system to allow maintenance to make repairs safely and promptly.
6.5
Foundations
The locations of all light poles as indicated on the deemed to be schematic and the final locations of all light poles shall be accordance with Chapter 6 of Standard Drawing Manual A18, and as directed or approved by Engineer. The conduit for light poles shall be in compliance with the requirement of Section 6.3, Conduits of this manual. All light pole foundations shall be drilled or bored. Prior to proceeding with any foundation work or light pole for any project, the contractor/bidder shall submit to the engineer for approval shop drawings, complete details, calculations of the proposed light poles and all related data for the light poles and the light pole foundations. Further, the shop drawings shall include all information for the construction of the foundations including but not by way of limitation, the temporary metal casings, equipment data, and related particulars concerning the completion of the proposed light pole foundation. Method of installation shall be subject to approval of the engineer. The final length of foundations shall be approved by the engineer based upon actual conditions encountered in drilling. The contractor shall make his own analysis of the subsoil conditions and work that shall be required to provide the drilled or bored concrete light pole foundations as specified.
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6.6
Junction Boxes/Chambers
The junction boxes shall be watertight, dust-tight, and weatherproof. Junction boxes shall be constructed from cast-iron having a wall thickness of 8 millimetres. The cover shall be fastened to the box by a minimum of four stainless steel screws of adequate size.
6.7
Service Cabinets
The free standing Street Lighting Service Cabinets shall be utilised for the control of motorway or roadway lightings. The Street Lighting Service Cabinets shall be: Installed on a simple concrete foundations in accordance with Chapter 6 in Standard Drawing Manual A18. Installed parallel to curb line. Complete in all respects necessary for their effective and trouble-free operation when connected to the power distribution system. Equipped with a copper earth bushbar. Provided for connecting to the external earthing rod.
The Street Lighting Service Cabinet ratings specified are the normal continuous operating ratings at 50 C ambient temperature and no further de-rating factor will be accepted. Public safety besides attractive and suitable design shall be considered. The Street Lighting Service Cabinets shall comply with the latest requirements of IEC recommendation as a minimum requirement. All components shall be of approved and reliable design. The highest degree of uniformity and interchange ability shall be attained. The design shall facilitate easy maintenance, fault diagnosis and repair of the components.
6.8
6.8.1
Earthing/Lightning
Earthing System
The function of an Earthing/Grounding System for an electrical installation shall be threefold: 1. To maintain the potential of any part of the installation at a definite value with respect to the ground 2. To allow current to flow in the event of a fault to ground, so that the protective equipment will operate and the faulty circuit thus become isolated 3. To ensure that in the event of fault, equipment normally dead (un-energised) does not attain a dangerous potential above or below ground Measurement of soil resistivity and aggressiveness of the soil (such as redex potential, moisture content, pH value, presence of dissolved salts/organic acids, etc.), for sizing of the Earthing/Grounding Grid shall be executed.
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ROAD LIGHTING MANUAL For the effect of corrosion, an allowance, which should not be less than 10% of the calculated Earthing/Groundings grid size can be considered. Poles for lighting within the substation area shall be connected to the Earthing/Grounding System via 50 mm2 copper cables, one connection for each pole.
6.8.2
Lightening Protection System
The lightening protection systems shall consist of the outer protection system (i.e., catching rods, down conductors, sub-soil earthing system, etc.) and the inner protection system, which is required to carter for voltage differences that may damage electrical and/or electronic equipment. Lightning catching rods and down conductors shall be of copper.
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7
7.1
POWER SUPPLY
Power Source
The location and design of the street lighting power source is an important part of the roadway lighting system. Coordination with the power provider is necessary to properly design the service cabinet and equipment that will be a part of the power connection. This chapter will discuss the power supply and the circuit design including the calculation of voltage drops and determining the conductor sizes for the roadway lighting system.
7.1.1
Main Power Supply
The lighting designer shall coordinate with the appropriate power provider regarding the source, location, and type of service. The lighting designer is responsible to conduct the survey to determine a cost-effective method to provide main power service to the project. Service may be provided underground, overhead or solar. The lighting designer shall contact the power provider and determine the availability of power service for lighting. A request shall be made to obtain the power service at locations desired by the lighting designer. Electrical service should be provided by the nearest feeder pillar or service turret. The lighting designer shall provide the power company with information for estimated load at each service point location. A lighting site visit to meet with a power company representative may be necessary to coordinate power service for a roadway lighting project. The lighting designer must meet and discuss the source of power prior to completing the layout of the lighting system. A field visit with the power company representative should be organized shortly after completing the system concept design. The lighting designer should provide the power provider representative with an estimated power requirement for the roadway lighting project. All communications with the power company shall be confirmed in writing. Lighting designs for intersections should be designed with 230 Volt single phase, three wire service. Lighting designs for interchanges should be designed with 400 Volt three phase, four wire service. Every service feed provided by the local power company must be coordinated with a field representative. The lighting designer should never assume that power is easily accessible. Prior to meeting the power company representative, the lighting designer should request maps indicating the location of primary electrical feeders that are local to the proposed facility. Reviewing these maps will enable the designer to develop a conceptual conduit layout plan. During a field visit, the designer should make an effort to identify potential sources of primary power. If the power providers primary power voltage is greater than what is required by the roadway lighting design, the power provider will be required to step down this primary power through a transformer to provide secondary power at the voltage required for the lighting system.
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ROAD LIGHTING MANUAL The distance from the source of primary power should be kept as short as possible to minimize losses due to voltage drop. The lighting designer shall coordinate with the power company and the local government or jurisdiction responsible for paying the utility bills to determine if the power services will be metered or unmetered. If the local government enters into a contract with the power provider to provide power at a fixed monthly charge, light metering will not be required. Typical power services available are as follows: Single phase 3 wire: 230V Three phase 4 wire: 400V (This power service is preferred when available for lighting projects with large loads.)
The electrical installation shall comply with the Electricity Wiring Regulation 2007 Revision 1 (2009). The power provider may want to provide lighting contactors and photocells to control the lighting when the power service is not metered. In this case, the lighting designer shall include lighting contactors and photocell in the design to control the unmetered lighting system. All the electrical equipment, such as main circuit breakers, lighting contactors and load centres, shall be in ______ stainless steel enclosures that can be padlocked and shall be _______ listed. A surge suppressor shall be provided at each power service. The surge suppressor shall be in __________ enclosure, _____ and ______ listed suitable for connection to the power service. The surge suppressor shall have a minimum surge current rating of 130,000A per phase and shall be provided with status indicating lights. The electrical equipment and distribution system shall be designed to take into account any possible future expansion. The electrical equipment short circuit ratings shall exceed the available fault current. The lighting designer shall obtain the available fault current values from the power company.
7.1.2
Low Voltage Power Directive
Separated extra-low voltage (SELV) systems are used where an inherently safe system of supply is required such that a breakdown of primary insulation will not lead to the risk of electric shock. This is achieved by electrical separation of the Final Circuit from the source of energy, typically using a safety isolating transformer. For a SELV system the Final Circuit voltage shall not exceed extra-low voltage i.e. 50 V a.c. or 120 V d.c. between conductors or to Earth. The source of SELV power shall be provided by either: A safety isolating transformer complying with BS 3535, in which there is no connection between output winding and the body or with the Circuit Earth Conductor, if any. A battery source. Page 58 March 2013
ROAD LIGHTING MANUAL All components of a SELV system, including conductors, switches, relays, etc., shall be physically separated from those of any other live system. No Exposed-Metallic-Part of a SELV system shall be connected to any of the following: Earth Any Earthed Metallic Part of another system or Extraneous-Metallic-Part An Earth Conductor of any system
Insulation against Direct Contact of the conductive parts of SELV system is required if the operating voltage exceeds 12 V a.c. or 30 V d.c. Insulation is not required if the operating voltage is at or below these values.
7.1.3
Solar Power Source
When the project site has limited power or no electrical power source within the project vicinity, solar power should be considered for the main power system. It is the designers responsibility to perform a cost-benefit analysis to determine the most cost-effective method to provide the power to the project. When the sun shines during the day, the solar panel converts solar energy to electrical energy and stores it in the battery. At night, the battery is discharged, releasing electrical energy to power the luminaire hence lighting the road. For this purpose, LED luminaires are beneficial because have the following qualities: Low voltage (no conversion needed, therefore more efficient) Fully dimmable High Colour Rendering index Long lifetime Reliable technology
The total cost of a solar power roadway lighting system can be significantly less than a comparable grid-based solution. Obviously there is no electrical bill, but other cost benefits come into play, such as lower running costs (no re-lamping) and higher uptime in areas with an unstable electricity network. Also a solar power roadway lighting system does not require the installation of an electricity grid, which is the major cost driver. This contributes further to the cost-effectiveness of a solar power lighting system, which is also environmentally friendly. There are four key steps to provide the successful Solar Power Roadway Lighting System. 1. Define, agree, and validate the functional requirements: during this stage, a designer/engineer will carry out the functional requirements intake. 2. Create and validate the light plan: analyze and adapt the light levels to illuminate specific roads. 3. Design a matching power system: transforming solar energy into lighting consists of three steps:
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ROAD LIGHTING MANUAL a. Harvesting (optimize the solution for the specific geographical location). b. Storing (specify the required panels, batteries and fixtures). c. Converting stored energy into lighting at the time and place where needed and at the lighting level required. 4. Design a project plan: prior to designing a project plan, a site survey should take place. A project plan shall cover time planning, resource planning, risk assessment, and installation planning. It ensures proper alignment of expectations between all the parties involved.
7.1.4
Electric Circuit Design
A 230-volt circuit is normally used for lighting circuits. For very large lighting circuits, a 400volt circuit may be required. The design of the roadway lighting system should include wiring diagrams to detail the wiring of the lighting circuits and to show wire sizes. Information sheets should be included when appropriate. The total load of each lighting circuit shall not exceed 80 percent of the rating of each circuit breaker supplying the lighting circuit.
7.1.5
Voltage Drops
The maximum allowable voltage drop between the service cabinet and the farthest load shall be less than 2.5%. Voltage calculations shall be performed to verify that maximum allowable voltage drops have not been exceeded. The calculations are to be based upon the type of conductors, the cross sectional area of the conductor, the length of the conductor (supply and return), the type of insulation covering the conductor, an AC frequency of 60 Hz and the magnitude of the current flowing in the circuit. Field-testing shall be done to verify that the voltage to the load does not drop below acceptable values.
7.1.6
Conductor/Cable Determinations
The conductor (wire) size shall be dependent on the capacity required by the proposed circuit load and any anticipated future loads as well as the voltage drop calculations over the total length of each individual circuit. The wire shall be sized accordingly based on calculations.
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DESIGN DRAWING DEVELOPMENT
The Standard Drawing Manual is to be used in preparation of all Roadway Lighting project drawings submitted to the appropriate agency for review. This standard shall be followed at all times unless directed otherwise by the reviewer. The standards found in the Standard Drawing Manual are to be followed throughout the project development process in order to benefit all users. Standards used at the beginning of the project development process lead to efficient use of electronic files and information by all, thus promoting the sharing of information rather than promoting the development of information for a single user. The standards contained within the Standard Drawing Manual are meant to allow each user along the project development path to extract and utilize information that is pertinent or vital to them, without changing or deleting information that is important to another user. The standards are not only meant to be a requirement or task to meet at the end of the delivery process, but rather it should be initiated at the beginning so all users can take advantage of efficient use of the electronic information available.
8.1
Required Sheets
The lighting plans should include a title sheet showing the project location and description, the project number(s), the area and job number(s), appropriate signature lines, roadway design values, legends and symbols, a list of scales, and a plan index. Appropriate symbols are contained in the Standard Drawing Manual. It is sometimes desirable to include provisions for conduit, hand holes, and junction boxes as part of the roadway project and to have the rest of the lighting plans as a separate project. Detail sheets should show pole details for each type of pole used in the project, details for mounting the service panels and photoelectric controls, any special anchorage details, conduit attachment to bridges for underpass lighting, and any other necessary details. Each layout sheet should include a layout of the roadway and locations of light standards, cable, service panels, conduit, junction boxes, and hand holes. All of these items should be properly labelled and identified. Tabulation should list stations, locations, and types of lighting units. All luminaires and sign lights indicated in the plans should be labelled with a unique number. Numbers for roadway, tunnel, and underpass luminaires should consist of the feedpoint number above a number indicated the luminaire on that feedpoint. The luminaires should be numbered consecutively. Sign light numbers should consist of the feedpoint number above a letter indicating the sign light on that feedpoint and should be numbered from left to right separately for signs facing each direction of travel on the roadway. The plans should include wiring diagrams to detail the wiring of the lighting circuits and to show wire sizes. Information sheets should be included when appropriate.
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ROAD LIGHTING MANUAL Contact must be made with the appropriate power company to establish a source of power. The power company may require extra equipment and have an electrical service charge. All communications with the power company shall be confirmed in writing. Standard lighting design plans shall contain at least the following sheets, as identified in Table 8-1. Table 8-1: Sheets to be Included in Standard Lighting Design Plans Sheet Stand Alone Lighting Design Plans X X X X X X X X X * X Lighting Plan is a Component of a Larger Plan Set
Title Sheet Statement of Estimated Quantities Tabulation of Estimated Quantities Details Lighting Plan Layout Utilities Traffic Control Plans (High Mast Lighting Only)
*Utilities would be included in the overall plan set.
8.1.1.1 Title Sheet

The title sheet is required for all stand alone lighting plans. It includes information such as the title block, project location, governing specifications, etc. The title sheet is signed by the designer (a licensed professional engineer), but all subsequent sheets utilize an electronic signature block. If the lighting plan set is part of a larger plan set, a signature block similar to the following is required on all lighting plan sheets.
I hereby certify that sheets ___ to ___ have been prepared by me or under my direct supervision and I am a duly licensed professional engineer under the laws of the ___________________ ___________________________________ NAME Date _________________________ LIC. NO. 12345
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The title sheet should include the project location and description, the governmental project number(s), the area and job number(s), appropriate signature lines, roadway design values, legends and symbol, a list of scales, and a plan index. When a municipality is participating in the cost for installing or maintaining the lighting system, the title sheet should include a signature line for the appropriate authority from the municipality. A final plan should be submitted to the municipality for review and approval before the project is let.
8.1.1.2 Quantity Sheet

Also included in the lighting plans should be a statement of estimated quantities, or tabulation of quantities if part of a larger project. Normally, the lighting system pay items are itemized showing items for conduit, cable, light standards, etc. Any notes pertaining to any of the items in the estimated quantities should be included on the estimated quantities sheet.
8.1.1.3 Detail Sheets

Detail sheets should show details for each type of pole and luminaires used in the project, details for mounting the service panels and photoelectric controls, any special anchorage details, any special foundations, conduit attachment to bridges for underpass lighting, and any other necessary details.
8.1.1.4 Pole Layout Sheet

Each pole layout sheet should include a layout of the roadway and locations of light standards, cable, service cabinets, conduit, junction boxes, and holes. All of these items should be properly labelled and identified. Tabulation should list stations, locations, and types of lighting units. On the first layout sheet, a legend and symbol should be shown. Appropriate symbols shall be compliant with Standard Drawing Manual. All luminaires and sign lights indicated in the plans should be labelled with a unique number. Numbers for roadway, tunnel, and underpass luminaries should consist of the feedpoint number above a number indicating the luminaire on that feedpoint. The luminaires should be numbered consecutively. Sign light numbers should consist of the feedpoint number above a letter indicating the sign light on that feedpoint and should be numbered from left to right separately for signs facing each direction of travel on the roadway. A light standards and bases summary table should be included on the pole layout sheet. The plans should include wiring diagrams to detail the wiring of the lighting circuits and to show wire sizes. Information sheets should be included when appropriate. Contact must be made with the appropriate power company to establish power sources. The power company may require extra equipment and have an electrical service charge. All communications with the power company shall be confirmed in writing. Draft Final Document Page 63 March 2013
ROAD LIGHTING MANUAL The plans should also include all applicable construction notes specifying the work to be done.
8.1.1.5 Utilities Sheet

This sheet details the utilities within the lighting plan area. Typical notes included on the utilities sheet are: It shall be the contractors responsibility to utilize the ______________ Excavation Notice System (Phone # xxx-xxx-xxxx) for all utility locations.
8.2
Preparation of Reference Files
No reference files of any kind will be accepted with the plan submittal. All information that is pertinent to any specific contract plan sheet need to reside in just one specific AutoCAD design file. This helps convey the fact that all final contract plan sheets are legal contract documents and should not be changed because a change was made in a reference file (or model). However, the use of a reference file is a very important tool during the course of developing and designing any project. Reference files should stay referenced until just before plan submittal, so any change made in a reference file will automatically be reflected in all files that have the reference file attached (not already copied in).
8.3
Preparation of Design Files
The design file contains all proposed permanent design information for a project. The design file contains all the proposed work such as: curbs, new utilities, walls, guard railing, fences, alignment lines and right of way. The design file may also contain information that needs to be shown on each type of plan sheet.
8.4

Production of Design Drawings

Maximum drawing size shall be 610 mm x 915 mm. All drawings shall be metric and created as per the DoT CADD Manual (Section 13.1.1). Drawing scales and dimensions shall be shown on all drawings. Drawings shall show a proper legend including each and every element of existing and proposed street lighting networks. The drawings shall be neat and legible with adequate clearance margins between the drawing information and the title block border. Notes and text shall locate and describe the proposed work in sufficient detail to facilitate construction. Limited of construction and match lines shall be clearly marked on the drawings. Plan and profile drawings shall be drawn with the profile on the bottom of the drawing sheet, lined up under the plan if possible. Utility and road stationing, inverts and material and grade information shall be located across the bottom of the profile. North arrow shall be oriented in the two northerly quadrants, if possible. Lettering shall be compliant with heights and widths specified in the Standard Drawing Manual. Page 64 March 2013
ROAD LIGHTING MANUAL Construction notes shall be boxed and located around the perimeter of the drawing, tagged to the drawing feature. The drawing title block shall be the appropriate governmental agencys Standard Title Block and shall include the project name, project location, the engineers name and/or company name and logo, drawing scale, engineering file number, and the appropriate governmental agencys drawing number. The drawing shall be 1:500 (for simple, one-utility drawings or pavement/signage drawings only ) or 1:250 (for all other drawings). All drawings shall bear the dated stamp/seal and signature of the professional engineer responsible for the design.
8.5
Quantity Takeoff and Construction Cost Estimate
The following is a list of typical lighting pay items: Item No Item 1. 2. 3. 4. Luminaire Lighting Pole , Type _________ Lighting Base, Design _________ ___ mm Non-metallic Conduit Unit Each Each Each Linear Metre 5. 6. Pull Box / Junction Box Wire, ___ Conductor No Each Linear Metre Each Each Each Each Each Each
7. 8. 9. 10. 11. 12.
Service Cabinet, Type __________ Service Equipment Electrical Service Install _____________________________ Remove ___________________________ Salvage ___________________________
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DESIGN CHECK LIST
Shown below is a sample for a design check list: Project Title____________________________________ Date ____________________ Project Location _________________________________________________________ Project Number(s) _______________________________________________________ Field Reviewer _____________________ Speed Limit __________________________ Utilities __________________________ Power Company _______________________ Lighting Design Questions 1. Alignment of traffic lanes or number of lanes: __________________________________ 2. Are there retaining walls or guardrail in the area: _______________________________ 3. Any ground mount or overhead signing:_______________________________________ 4. Any overhead power lines: _________________________________________________ 5. Any surface structure and ground utility conflict:_____________________________ 6. Width of shoulders (include median shoulders):_________________________________ 7. Any sidewalks/paths: _____________________________________________________ 8. What is the topography (slopes, grades, etc.):__________________________________ 9. Urban or rural: __________________________________________________________ 10. Business or residential: ___________________________________________________ 11. Any intersecting roadways: ________________________________________________ 12. Describe the basic geometry: _______________________________________________ 13. Speed: ________________________________________________________________ 14. Any ambient lighting: _____________________________________________________ 15. Traffic signals or beacons: _________________________________________________ 16. Median Barrier: __________________________________________________________ 17. Any non-standard or ornamental lighting required: ______________________________ 18. Do we need to remove or relocate any lighting: _________________________________ 19. Do we need to relocate any utilities: _________________________________________ 20. Which type of lighting system is being installed: ________________________________ 21. High Mast Lighting: -Are there nearby residential areas?__________________________________________ -Foundation recommendations are required for the bases, date request sent: _________ 22. Vertical Mount Lighting -Is there sufficient Right-of-Way?____________________________________________ 23. Standard Lighting -Cutoff, shallow glass, or LED:______________________________________________ 24. Are there bridges involved: ________________________________________________ -Bridge nos: ____________________________________________________________ -Air obstruction lights required: _____________________________________________ -Navigation lights required: ________________________________________________ Draft Final Document Page 66 March 2013
ROAD LIGHTING MANUAL 25. What configuration and type of Lighting System is being proposed -Complete Interchange_______________________ -Partial Interchange__________________________ -Continuously Lit____________________________ 26. Will maintenance agreement with local government agency need to be in writing?______
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10
GUIDELINES FOR ROADWAY SYSTEM INSTALLATION
LIGHTING
The installation and subsequent maintenance of road lighting is, by virtue of its nature and location, potentially dangerous. Adequate precautions must be taken to protect the workmen and the general public.
10.1
Safety Considerations
The following are safety measures to be considered during the installation of roadway lighting: 1. Proper traffic control to suit local conditions and traffic speeds. 2. Operator training in the safe use of cranes used in the erection of poles. 3. Operator training in the safe use of scaffolding and powered access equipment when working on lanterns. 4. The employment of skilled electricians for wiring and testing. Work on live equipment requires great care, and precautions must not be neglected. It may be necessary to use insulating gloves, insulated tools and non-metallic ladders, and their condition must be checked before using. Harnesses and restraints should be used to prevent injury from falls, which may be accidental or result from reflex action from electric shock. All equipment used for restraint purposes should be inspected regularly and replaced if damaged or unduly worn. A false sense of security can itself be a danger.
10.2
10.2.1
Pole and Luminaire Installation

Marking of Sites
The positions of the poles should be checked against the site plans. The positions should be marked in agreement with the engineer on the site, in such a way that the markings will not be obliterated before work begins.
10.2.2
Excavations
Holes should be excavated to the appropriate foundation depth. The width of the excavation should be kept to a minimum and the surrounding soil should be disturbed as little as possible. Where underground obstructions are likely to be encountered, excavations should be carried out by hand-digging.
10.2.3
Handling of Poles
Poles should be unloaded, stacked and erected strictly in accordance with the manufacturer's instructions. Draft Final Document Page 68 March 2013
ROAD LIGHTING MANUAL Before erecting a lighting pole, the site should be checked to ensure that the light from the lantern will not be obscured by existing or possible growth of foliage. Remember that the light has to strike the road surface a considerable distance from the pole.
10.2.4
HPS Installations
All HPS lighting shall be controlled via a Public Lighting Management System (PLMS) including independent phase voltage stabilisation and dimming. The PLMS is installed to lower the operational cost such as energy and maintenance. It shall save up to 40% of energy and double the lamp life of HPS lamps. Next to each lighting control panel (LCP) a power controller shall be installed to stabilize the voltage and dim the lighting at off peak hours. There shall be no changes required to the standard lighting installation or in case of retrofit to the existing installation. The control system shall be fully independent of the lighting itself and it shall be able to control any brand of luminaire.
10.2.4.1 General Requirement

1. The system shall comply with ICE 115/2010. 2. The PLMS will work with all luminaries HPS and MH type, equipped with standard magnetic ballast, igniters and PFC capacitor. 3. The system shall be able to dim LED luminaires equipped with an LPC module. 4. The PLMS shall be capable of dimming HPS lamps in a range of 100%-50% and stabilizing the voltage for MH and FL lamps. LED luminaires shall be dimmed from 100% - 0%. 5. The PLMS shall be capable of stabilizing the output voltage for each phase individually to +/-1% for input voltage fluctuations from 175V to 264V. It shall be able to increase the output up to 25V to compensate for low input voltage. 6. The PLMS shall be completely static, meaning no moving parts such as variac-type transformers with brushes, and it shall not contain triac or IGBT-based equipment. 7. The kVA rating installed shall be based on full load as per the drawings at cos 0.8 and a spare capacity of 30% for future connection of additional loads such as advertising panels or more lighting. 8. The system shall have an automatic by-pass. 9. Each controller shall be de-rated by 30%, certified by the manufacturer. 10. The controller shall be in two separate compartments, one ventilated compartment for the transformers and terminals IP44 and one sealed compartment for all electronic components IP54. The double chamber system is an absolute must for Middle Eastern conditions. 11. The PLMS has to be a field proven system with at least 5000 similar products installed worldwide. The chosen supplier shall have similar systems installed in at least five major cities in the Middle East and at least five locations in the UAE. 12. The PLMS shall use the latest generation technology, and comply with international standards such as CE-mark, EN 60439-1 and UL916. PLMS shall be CE marked and confirm to such standards. Under no circumstances shall the system induce harmonic currents to the supply grid. Draft Final Document Page 69 March 2013
ROAD LIGHTING MANUAL 13. All system components of PLMS will be suitable to operate within the temperature range of -20C to +55C with humidity of 0-97%; non-condensing.
10.2.4.2 Remote Control, Monitoring and Meter Reading

The lighting control system shall be able to communicate to the existing public lighting central server via GPRS, TCP/IP or MOD Bus. The data from each Lighting Control Panel (LCP) shall be put in a Microsoft SQL data base. This data base shall be the communication platform between the LCPs and the existing management software. It shall be read and write enabled for the server. Each LCP shall be equipped with a UPS (uninterruptable power supply) in order to raise a total power failure alarm. It shall be equipped with a remotely synchronized and adjustable astrological time clock with an accuracy of less than 2 minutes per year. The system shall monitor and send alarms for the following parameters: Failure of supply of LCP Lighting on during daylight hours Lighting off during night-time hours Monitoring of each circuit, alarm in case of problems for up to 16 circuits per LCP LCP door open Power usage and power savings generated by the system In case of an alarm, the LCP shall contact the central server and raise the alarm
For each circuit monitoring shall include: Voltage, current and power Power factor cos
Alarms shall be sent for each parameter outside the threshold values. The LCP shall record all monitored parameters and on request of the server, upload all information. In case all is functioning properly, there shall be no communication required. All alarm thresholds and alarm priorities shall be settable in the central software. It shall be possible to add remote meter reading.
10.2.5
LED Installations
10.2.5.1 General Requirements

1. The proposed system shall comply with CIE 115/2010. It shall save up to 60% of energy and extend the life time of the LEDs. 2. The proposed system shall be compatible with any LED luminaire manufacturer. Multiple manufacturers of luminaires can be controlled from the same system. The source of supply shall be different for lighting and lighting control in order to guarantee full independence. 3. Each luminaire shall be equipped with an approved dimmable drive (with a 0-10V or PWM input). Draft Final Document Page 70 March 2013
ROAD LIGHTING MANUAL 4. Each pole will be equipped with a Lighting Point Controller (LPC). The two are connected with a core cable, phase, neutral, each, control positive and control negative. 5. The LPC module is located in the pole cut out and can transmit/receive data to/from the LPM module (Lighting Point Manager) located in the lighting control cabinet (LCC) via the existing power line using the power line communication method. Each LPC acts as a receiver, a transmitter and as a relay to the next LPC. Up to 989 LPCs can be addressed from one LPM. The LPM must be connected to the three phases, random capacitive coupling is not permitted. The LPM is controlled via a digital time clock initiating the different lighting levels. The LCC has to be equipped with a suitable filtering system, preventing the higher frequency signals being fed back to the supplies. The LPM shall have a suitable programming interface. 6. The data from the LPM will be communicated via RS232 interface for communication to the central location via the GSM/GPRS network or with a TCP/IP converter over a fibre optic converter to the central location. The operation of each luminaire can be monitored and the operating hours can be tracked. Luminaire failures can be signalled and maintenance schedules prepared in advance. 7. Control the Luminaire: four scenarios can be activated by the time clock via the LPM. Each of 16 groups of luminaries can take a different operating point, e.g. OFF 50 % - 75% - 100% of max. Light. The four scenarios can be freely programmed on the LPM. 8. Monitor the Luminaire: Some parameters are measured by the LPC and communicated to the LPM two times per day on the request of the LPM. The time can be set in the LPM. It is important that real measurement data is communicated. Alarm thresholds must be set from the central software. 9. Optional Back-up Control System: Should for any reason the power line communication not be possible in an installation, the LPC module shall be controlled via the mains voltage. 230V = maximum light and 170V = minimum light. Min. And Max. Can be set in the LPC module. This solution is for mixed loads as well, where HPS and LED lights are controlled from the same LCP. This option requires the addition of voltage stabilizers.
10.2.5.2 General Characteristic of the LPC MODULE for LED Luminaires

1. Located in the pole near the cut-out in IP65 enclosure. 2. Galvanically isolated output 0-10 VDC to control the driver to achieve dimming from zero to 100% with steps of 1%. 3. Communication in AKS code with power line carrier and frequency 125 KHz (class 116) 4. Dimming control via mains voltage 5. Communication speed minimum 1000 Baud 6. Suitable for lamps max. 300W 7. Power consumption less than 0.7W 8. Voltage supply: 170-254V / 50Hz 9. Max distance for power line shall be more than 1000 metres Draft Final Document Page 71 March 2013
ROAD LIGHTING MANUAL 10. Each module shall act as a repeater (relays) 11. Operating temperature: from -20 to +60 C 12. Storage temperature: from -30 to +80 C 13. Compliant with EN500065-1 and EN50178 and CE 14. MTBF > 200000 hrs 15. Each module reads and communicates the following data: a. b. c. d. e. Lamp status on/off Voltage, luminaire current and power Power factor cos Luminaire burning hours Luminaire supply time (how many hours the luminaire was supplied with power (this time is not necessarily the same as the burning hours)
10.2.5.3 General Characteristic of the LPM MODULE

1. 2. 3. 4. 5. 6. 7.
User code, installation code. Internal clock Control of up to 989 LPC modules. Digital input for monitoring ON / OFF Two inputs for scenario management, with the possibility of expansion to 16 inputs Sampling and storage of all LPC data The LPCs connected to one LPM can be divided up into 16 groups. With the two digital inputs on the LPM connected to the two-channel time clock, four scenarios can be activated. Each group of LPCs can then take a different status (switching ON/OFF, dimming %)
The supplier shall have at least 10 years of experience in public lighting management systems, and it shall have at least five similar installations in the UAE.
10.2.5.4 Remote Control, Monitoring and Metering Reading

The Lighting Control System shall be able to communicate to the existing public lighting central server via GPRS, TCP/IP or MOD Bus. The data from each Lighting Control Panel (LCP) shall be put in a Microsoft - SQL data base. This data base shall be the communication platform between the LCPs and the existing management software. It shall be read and write enabled for the server. Each LCP shall be equipped with a UPS (uninterruptable power supply) in order to raise a total power failure alarm. It shall be equipped with a remotely synchronized and adjustable astrological time clock with an accuracy of less than 2 minutes per year. The four scenes and the lighting levels shall be adjustable centrally. 1. The System shall monitor and send alarms for the following parameters: a. b. c. d. Failure of supply of LCP Lighting on during daylight hours Lighting off during night time hours Monitoring of each circuit, alarm in case of problems for up to 16 circuits per LCP Page 72 March 2013
ROAD LIGHTING MANUAL e. LCP door open f. In case of an alarm, the LCP shall contact the central server and raise the alarm. 2. For each luminaire: a. b. c. d. e. Lamp status on/off Luminaire voltage, current and power Power factor cos Luminaire burning hours Luminaire supply time (how many hours the luminaire was supplied with power (this time is not necessarily be the same as the burning hours)
Alarms shall be sent for each parameter outside the threshold values. The LCP shall record all monitored parameters and on request of the server, upload all information. Real values shall be communicated; OK / not OK signals are permitted for anagogic readings. In case all is functioning properly, there shall be no communication required. All alarm thresholds and alarm priorities shall be settable in the central software. It shall be possible to add remote meter reading.
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11
11.1
GUIDELINES FOR ROADWAY SYSTEM INSPECTION

General
LIGHTING
The purpose of inspection is to detect lighting failures and other defects as soon as reasonably practicable. Random reports from the police, motoring organisations and the public are of value and should be considered. Inspection and maintenance of other roadway systems may complement, and be carried out in conjunction with road lighting safety and detailed inspections. These systems may include illuminated signs, bollards, etc. and may be integrated into routine maintenance activities.
11.2
Elements of Inspection
The condition of road lighting, including electrical and structural elements, shall be inspected for the performance and integrity of the system. The safe and effective maintenance of road lighting is dependent on trained, competent, and well-equipped personnel. Two levels of inspection shall be operated, safety and detailed, according to the inspection criteria.
11.2.1
Safety Inspections
Programmed night-time safety inspections and night outage inspections shall identify and record all road lighting failures. However, any other defects which are observed, shall be reported. Night-time safety inspections to detect lighting failures should be carried out from a moving vehicle, preferably containing both a driver and observer. Inspection routes should be organised to cover the maximum number of lighting units from a moving vehicle. Defects to other equipment and property should be reported to the overseeing organisation or appropriate agent. Additional safety inspections should be carried out in response to random reports as a result of extreme conditions, for example a major road traffic crash, extreme weather, etc.
11.2.2
Detailed Inspections
Detailed inspections involve comprehensive visual scrutiny and specified testing of the structural, electrical and mechanical elements of the road lighting system. The inspections shall include: Visual Inspection of luminaires, columns, network cabling and electrical distribution points for electrical, mechanical and structural condition Page 74 March 2013
ROAD LIGHTING MANUAL Electrical testing of all road lighting equipment Electrical testing of network cabling Visual inspection of operating environment for safety and maintenance
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12
GUIDELINES FOR ROADWAY SYSTEM MAINTENANCE
LIGHTING
All lighting systems depreciate with time and need continuing surveillance and maintenance to provide the service for which they were designed and installed. Lamps, luminaires, support structures, and other electrical system components cannot be expected to stay efficient and effective without a well-planned maintenance program. The lighting system in public facilities, whether they are small with a few light fixtures or they consist of many highmast poles in a freeway interchange, are a significant investment of limited public resources. Good maintenance is warranted as a protection of that investment, it should be kept in mind that the lighting systems on the roadway, while not required for safety, may enhance nighttime safety. The design of lighting should consider the extent and frequency of maintenance, which will be provided by the operating agency. In the initial design stage, the designers should select and specify quality products with high reliability and long life as much as practicable to achieve favourable conditions for the system operation and maintenance workers. Lighting maintenance can be categorized into several basic areas including luminaires, support structures, electrical distribution and control, and external factors. Each of these areas is important to the overall utility and efficiency of a lighting installation and should be included in the planning of any good maintenance program.
12.1
12.1.1
Maintenance Factors
Light Loss Factors (LLF)
LLF = LLD x LDD (Lamp Lumen Depreciation x Luminaire Dirt Depreciation) Assume Lamp Lumen Depreciation (LLD) 0.70 for LED dedicated luminaires except where recommended otherwise by the luminaire manufacturer. Assume the appropriate effects from temperature on the lumen output of the luminaire. The future used should only match the stated lumen depreciation value given by the manufacturer for 50,000-hour operation at minimum up to 60C ambient temperature. The manufacturer shall provide data to demonstrate the 50,000-hour lumen depreciation factor at the minimum 50/60 C temperature as required by the project. The method of calculation of lumen depreciation of 50,000 hours shall be reviewed and declared consistent with their data by the LED chip manufacturer. Assume Luminaire Dirt Depreciation (LDD) using appropriate and stated depreciation factors to suit actual environment and resistance properties of the specific fixture.
12.1.2
Luminaire Dirt Depreciation
The general accumulation of dirt due to airborne particles deposited on the surface of the lamp and luminaire and deterioration of optical material (luminaire lens), reduce luminaire lumen output and change the distribution characteristics on the roadway. It is necessary for Draft Final Document Page 76 March 2013
ROAD LIGHTING MANUAL the lighting designer to estimate the effect of dirt accumulation and to allow for this depreciation in the design values. The selection of luminaire type, mounting height, environment of the luminaire location (urban or rural setting), traffic volume and roadway offsets will affect the rate of dirt depreciation.
12.1.3
Lamp Lumen Depreciation
The gradual loss of lumen output of light source due to normal in-service aging, varies depending on the type of light source. Manufacturers published data for each lamp type and size offered statistical information which can be used to predict the rate of loss in lamp lumen output as well as to estimate lamp failure rates. These predicted outputs looses and life expectancies should be used in developing a maintenance plan. It is important to use this maintenance schedule to keep the lighting system above the minimum values established in the lighting design and to achieve the most favourable economy of lamp operation. Group replacement of some types of lamps near and at the end of their expected life may result in the lowest overall cost of lamp replacement and provide the most effective service to the public.
12.1.4
Equipment Factor (EF)
Equipment factor is a general factor encompassing luminaire losses due to all other factors such as ballast factor, manufacturing tolerances, voltage drop, lamp position, ambient temperature, and luminaire component depreciation. For design values in lighting levels as presented in this design guide, designers should consider appropriate reduction in the initially calculated values. The reduction factor, referred to as the total Light Loss Factor (LLF), LLD, and EF, include voltage drops. Values in the range of 60 to 80 percent (of initial design value) are used for high-pressure sodium (45 to 65 percent for Metal Halide) general application such as regularly maintained outdoor luminaires installed on lighting poles. The use of realistic luminaire depreciation, dirt, and equipment factors, is essential in lighting design to achieve the expected lighting levels on the roadway after the lighting system is installed. Values for these factors are obtained from manufacturers product data, and engineering judgement based on the designers experience.
12.2
Support Structure Maintenance
The selection of luminaire mounting heights, location, and material of supports and their foundations, should be made with a full knowledge of maintenance practices and costs as well as structural design practice by the responsible agency. An important consideration in facilitating maintenance activities is to provide for the safety of maintenance personnel and ease of access to the lighting system. Lighting equipment should be located where it can be serviced with the minimum exposure of the work crew and minimum inconvenience to the motoring public. Prior to the selection of poles, brackets, junction boxes and other equipment which will be exposed to the weather, it is essential to consider both the initial cost and the long-term cost of maintenance. The day-time appearance of a lighting installation may be important in the Draft Final Document Page 77 March 2013
ROAD LIGHTING MANUAL view of the public. A poorly maintained and unsightly appearing lighting installation can become a source of complaint of the public to the responsible agency, and can leave unfavourable remarks on the agencys overall public service.
12.3
Electrical Distribution Maintenance
and
Control
System
A variety of distribution and control systems are used in roadway lighting. It is not the purpose of this design guide to prescribe specific types of cable or control equipment for roadway lighting. The designer should consider the necessary control functions and make careful evaluation on available control systems for their advantages and long-term maintenance requirements. In terms of maintenance costs and dependability of operation, generally the simplest form of control equipment that performs the desired function is preferred. Complex control and distribution systems increase the potential for failure and require more frequent attention by maintenance personnel. In areas where vandalism is anticipated, equipment should be designed to the extent practicable to preclude intentional damage attempts and prevent persons from coming in contact with energized electrical components.
12.4
External Factors
Many external factors can have a significant effect on the maintenance of lighting. Some of these are listed as follows: Low hanging trees located close to luminaires can disrupt light distribution on the roadway, rendering the system ineffective, and possibly confusing motorists with shadows on the roadway. The pruning of trees may be a necessary as a part of lighting maintenance activities. High dirt conditions, as in industrial areas and roadways with high truck traffic volumes, require more frequent cleaning of luminaires. Severe weather conditions in the Abu Dhabi region, which is highly susceptible to dust storms, also require frequent cleaning of luminaires. Corrosive atmospheres may dictate the selection of luminaires, poles, brackets, and other material in the lighting system that can resist these influences.
Excessive vibration of luminaires and their supports may occasionally be experienced, particularly on bridge structures where a combination of wind and mechanical structure movement due to vehicle traffic can damage the lighting units. The use of vibration dampers or auxiliary supports and prudent selection of light pole locations on the bridge structure, have been effective in reducing these forces to tolerable limits.
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CITED REFERENCES
1 Lighting Of Roads For Motor And Pedestrian Traffic (CIE 115-2010). (2010). Vienna, Austria: Commission Internationale de l'Eclairage. 2 Roadway Lighting Design Guide. (2005). Washington, DC: American Assocaition of State Highway and Transportation Officials. 3 Roadway Lighting. (1999). New York, NY: Illuminating Engineering Society of North America. 4 The Electricity Wiring Regulations 2007. (Revision 1, 2009). Emirate of Abu Dhabi. 5 Lighting Specification, Parks, Public Realm & Architectural Lighting (November 1, 2011). Emirate of Abu Dhabi. 6 Lighting Specification, Roadway/Parking, Tunnels/Underpasses, Lighting Poles & Public Lighting Management System (November 1, 2011). Emirate of Abu Dhabi. 7 Standard Technical Specifications for Electric Works, Earthing / Lighting; Earthing/Grounding Systems, (Rev.0-2010). Abu Dhabi Distribution Company/Al Ain Distribution Company. 8. Standard Technical Specifications for Electrical Works, Earthing / Lighting; Lighting Protection System, (Rev.0-2010). Abu Dhabi Distribution Company/Al Ain Distribution Company. 9 Standard Technical Specifications for Electric Works, Street Lighting Cubicles (Rev.02010). Abu Dhabi Distribution Company/Al Ain Distribution Company. 10.Standard Technical Specifications for Electrical Works, Street Lighting Poles including Accessories (Rev.0-2010). Abu Dhabi Distribution Company/Al Ain Distribution Company. 11 Lighting Manual. (2011). Illuminating Engineering Society.
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OTHER REFERENCES
Abu Dhabi Municipality Consultant Procurement Manual. Abu Dhabi, 2001.
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GLOSSARY
Specialized terms, abbreviations and acronyms frequently used in this manual are listed and defined below. Where a term, abbreviation or acronym is defined in another Department of Transport Manual, that definition is applied to this manual by reference. AADC: Al Ain Distribution Company AADT: Average Annual Daily Traffic AASHTO: American Association of State Highway and Transportation Officials ADDC: Abu Dhabi Distribution Company ADT: Average Daily Traffic ANSI: American National Standards Institute CD/m2: Candela per square metre CFL: Continuous Freeway Lighting CIE: Commission Internationale de l Eclairage CIL: Complete Interchange Lighting DMA: Department of Municipal Affairs EF: Equipment Factor EPT: Electrical Plastic Tubing GPRS: General Packet Radio Service HPS: High Pressure Sodium IEEE: Institute of Electrical and Electronics Engineers IESNA: Illuminating Engineering Society of North America ISO: International Organization for Standardization LCC: Lighting Control Cabinet LCP: Lighting Control Panel LCS: Lighting Control System LDD: Luminaire Dirt Depreciation LED: Light Emitting Diode LLD: Lamp Lumen Depreciation LLF: Light Loss Factors LPC: Lighting Point Controller LPM: Lighting Point Manager MTBF: Mean Time Before Failure NEMA: National Electrical Manufacturers Association OLS: Obstacle Limitation Surfaces
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PFC: Power Factor Correction PIL: Partial Interchange Lighting PLMS: Public Lighting Management System PVC: Polyvinylchloride PWM: Pulse Width Modulation SELV: Separated extra-low voltage SSSD: Safe Stopping Sight Distance TCP/IP: Transmission Control Protocol/Internet Protocol UPC: Urban Planning Council UPS: Uninterruptable Power Supply
Ambient Light: Illumination at, near, or around a traffic facility but outside of the right-ofway. Average Initial Illuminance: The average level of horizontal Illuminance on the roadway pavement area at the time the lighting system is installed when lamps are new and luminaires are clean; expressed in average footcandles (or lux if SI) for the pavement area. Average Luminance of the Road Surface (Lav): The values of Lav are the minimum values to be maintained throughout the life of the installation for the specified lighting class(es). They are dependent on the light distribution of the luminaires, the luminous flux of the lamps, the geometry of the installation, and on the reflection properties of the road surface. Higher levels are acceptable when they can be environmentally or economically justified. Average Maintained Illuminance: The average level of horizontal Illuminance on the roadway pavement when the output of the lamp and luminaire is diminished by the maintenance factors; expressed in average footcandles (or lux if SI) for the pavement area. Binning: General term for the production and sorting methodologies used by LED manufacturers to ensure that the LEDs they manufacture conform to stated specifications for forward voltage, colour and luminous flux. Ballast: An auxiliary device used with high intensity discharge (HID) lamps to provide proper starting and operating characteristics. It limits the current through the lamp and may also regulate the voltage. Candela: The unit of luminous intensity (the force generating the luminous flux). Formerly the term candle was used. Coefficient of Utilization: A design factor that represents the percentage of bare lamp lumens that are utilized to light the pavement surface. This factor is based on the luminaire position relative to the lit area. Draft Final Document Page 82 March 2013
ROAD LIGHTING MANUAL Complete Interchange Lighting: The lighting of the roadway through the interchange, the traffic lanes of all ramps, the acceleration and deceleration lanes, all ramp terminals, and the crossroad between the outermost ramp terminals. Cone of Vision: A fan-shaped field of view extending in front of a vehicle operator. Consultant: A professional service firm (or individual) performing engineering design or other professional services under contract to the client. Davit Mast Arm: One-piece shaft which curves from vertical to horizontal. DOT: Department of Transport, Abu Dhabi. Efficacy, Luminous Efficacy: The quotient of the total luminous flux delivered from a lamp to the total power input to the lamp, expressed in lumens per watt. Footcandle: The English unit of Illuminance; Illuminance on a surface one square foot in area on which there is uniformly distributed a light flux of one lumen. One footcandle equals 10.76 lux. Foot-lambert (fL): A unit of luminance (photometric brightness) equal to 1/ candela per square foot, or to the uniform luminance of a perfectly diffusing surface emitting or reflecting light at the rate of one lumen per square foot, or to the average luminance of any surface emitting or reflecting light at that rate. Glare: The brightness of a light source which causes eye annoyance, discomfort, or loss in visual performance and visibility. Gore: On a freeway or expressway, the area where the mainline of the roadway and the ramp diverge or converge. Hardscape: Landscape associated with architectural features. High Base: Transformer base which tapers from a base plate to a smaller shaft. Horizontal Lux: Lux measured in a horizontal plane. Illuminance: The density of luminous flux incident on a surface; the quotient of the flux divided by the area of the surface, when the surface is uniformly illuminated. Initial Lamp Lumens: Initial bare bulb lumen output of a light source. Lamp: A source of light. The device within a luminaire which converts the electrical energy to light. Lamp Lumen Depreciation: As a lamp ages and nears end of life, it produces less and less light on a predictable curve, the extent of which depending on the type of lamp. If group relamping is employed as a planned maintenance strategy, then take the LLD factor for the point in life at which the lamps are replaced en masse. Otherwise, use an average, which is at 40% of life. Draft Final Document Page 83 March 2013
ROAD LIGHTING MANUAL Light Emitting Diode (LED): A light emitting diode (LED) is a solid-state semiconductor device that converts electrical energy directly into light. On its most basic level, the semiconductor is comprised of two regions. The p-region contains positive electrical charges while n-region contains negative electrical charges. When voltage is applied and current begins to flow, the electrons move across the n-region into the p-region. The process of an electron moving through the p-n junction releases energy. The dispersion of this energy produces photons with visible wavelengths. LED Driver: An electronic circuit that converts input power into a current source a source in which current remains constant despite fluctuations in voltage. An LED driver protects LEDs from normal voltage fluctuations, over voltages, and voltage spikes. Light-Loss factor: Also known as Maintenance Factor. It is a depreciation factor which is applied to the calculated initial average lux to determine the value of depreciated average illumination at a predetermined time in the operating cycle, usually just prior to relamping. Longitudinal Uniformity of Road surface Luminance (Ul): Ul is the ratio of the minimum to the maximum luminance along a line or lines parallel to the run of the road. It is mainly a criterion relating to comfort and its purpose is to prevent the repeated pattern of high and low luminance values on a lit run of road becoming too pronounced. It only applies to long, uninterrupted sections of road. Lumen: A unit of measure of the quantity of light. One lumen is the amount of light which falls on an area of one square foot every point of which is one foot from the source of one candela. A light source of one candela emits a total of 12.57 lumens. Luminaire: A complete unit consisting of a lamp or lamps together with the parts designed to distribute the light, to position and protect the lamps, and to connect the lamps to the power supply. Luminaire Dirt Depreciation: Dirt and dust present in all ambient environments are ultimately attracted to and trapped in electrical equipment. The extent of dust collecting on the lamps depends on the environment, what type of fixture is in use, whether it is ventilated or not, and the type of work performed in the area. The extent of LDD depends on these conditions and also how often the fixtures will be cleaned. To determine this factor, first identify the fixture types maintenance category (I through VI) in ascending order of imperviousness to dirt and dust intrusion. Luminaire Efficacy (Lumens per Watts): Specific measure of the net useful light output from the luminaire for a given power input. Properly measured, Luminaire Efficacy combines both the light source system efficacy and luminaire efficiency, allowing for a true comparison of luminaire regardless of the light source. Luminaire efficacy is the preferred metric for LEDs because it measures the net light output from the luminaire divided by power into the system, accounting for driver, optical, and thermal looses. Methods for measuring luminaire efficacy of Solid-state lighting fixtures and lamps are defined in the IESNA standard, LM-792008.
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ROAD LIGHTING MANUAL Luminance: The luminous intensity of any surface in a given direction per unit of projected area of the surface as viewed from that direction, expressed in candela per square meter. Lux: The international system (SI) unit of Illuminance. One lux is defined as the Illuminance incident on a surface of one square meter, all points of which are one meter from a uniform source of one candela. Optic Factor: The amount of space lamps take up serves as an obstruction to light leaving the fixture that is reflected internally. Since lamp absorbs mass, they absorb some of this light output. The result is what is called the Optic Factor. Overall Uniformity of Road Luminance (Uo): Uo is the ratio of the minimum luminance at a point to the average road surface luminance. This criterion is important as regards the control of minimum visibility on the road. Partial Interchange Lighting: Lighting which consists of a few luminaires located in the vicinity of some or all ramp terminals. The usual practice is to light those general areas where the exit and entrance ramps connect with the through traffic lanes and those areas where the ramps intersect the crossroad. Pavement Reflection Factor (or Reflectance): The ratio of the light reflected by a pavement surface to the light incident upon it. Post Top Lighting Unit: A light pole with a short vertical shaft for mounting the luminaires Progressive-Shear Base: A high base that is riveted or spot-welded to a base plate designed to shear progressively on impact. Shoe Base: A low profile casting that connects the shaft to the pole base plate. Slip Base: A pole base plate designed to slide off a lower plate on impact. Specular Glare: Glare resulting from light being reflected from polished or glossy surfaces. Surrounding Ratio SR (RS): One of the principal aims in road lighting is to create a bright road surface against which objects can be seen. However, the upper parts of tall objects on the road and objects towards the side of the road, particularly on curved sections, are seen against the surrounds of the road. Thus adequate lighting on the surrounds helps the motorist to perceive more of the environment and make speed adjustments in time. The function of the surround ratio is to ensure that light directed on the surrounds is sufficient for objects to be revealed. In situations where lighting is already provided on the surrounds, the use of surround ratio is rendered unnecessary. Transformer Base: A box-like structure between the foundation and pole base plate which can be used to accommodate the ballast and the underground wiring connections. Threshold Increment TI (fTI): Disability glare results from the scattering of light within the eye, so reducing contrasts of the retinal image. The effect may be explained by the superimposition of a uniform luminance veil over the scene, which is quantified as the Draft Final Document Page 85 March 2013
ROAD LIGHTING MANUAL equivalent veiling luminance. The magnitude of this depends on the illuminance on the drivers eye from the luminaires and the angles at which type are seen. While the degree of disability glare increases with the equivalent veiling luminance, it decreases as a function of the average road luminance. TI is a measure of the loss of visibility caused by the disability glare from the road lighting luminaires. The formula from which it is calculated is based on the percentage increase in the luminance difference needed to make the object visible in the presence of glare when it is just visible in the absence of glare, that is, when the luminaires are screened from the view of the observer. Truss Mast Arm: A horizontal bracket used to support the luminaires. Uniform Ratio: The ratio of the Average Maintained Illuminance level to the Minimum Maintained Illuminance level. The uniformity ratio is used as a design check to ensure lighting performance. Vertical Lux: Lux measured in a vertical plane.
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INDEX
AASHTO, 5 Abu Dhabi Emirate, 1 Aurecon, i, 1 Department of Transport, i, v, 1, 5 Department of Transport Manual, 10
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DRAFT FINAL DOCUMENT 2013

ROAD LIGHTING MANUAL

ROAD LIGHTING MANUAL

3.1.1 3.1.2 3.1.3 3.1.4 4

4.2.1 4.2.2 4.2.3 4.2.4 4.3 4.4 5

5.1.1 5.1.2 5.1.3 5.2

Lighting of Bridges and Elevated Roads ............................................................... 17 Page ii March 2013

Draft Final Document

5.4.1 5.4.2 5.4.3 5.4.4 5.4.5

5.6.1 5.6.2 5.6.3 5.6.4 5.6.5 5.6.6 5.6.7 5.6.8 5.7

Lighting of Exterior Environment ........................................................................... 35 Page iii March 2013

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5.8.1 5.8.2 5.8.3 5.8.4 6

6.1.1 6.1.2 6.1.3 6.1.4 6.1.5 6.2

6.2.1 6.2.2 6.2.3 6.3

Conduits ............................................................................................................... 53 Rigid Polyvinylchloride (PVC) Conduit ........................................................... 53

6.3.1 6.4 6.5 6.6 6.7 6.8

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10.2.1 10.2.2 10.2.3 10.2.4 10.2.5 11 11.1 11.2

11.2.1 11.2.2 12 12.1

12.1.1 12.1.2 12.1.3 12.1.4 12.2 12.3

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ROAD LIGHTING MANUAL 12.4 External Factors .................................................................................................... 78

Draft Final Document

ROAD LIGHTING MANUAL

Draft Final Document

ROAD LIGHTING MANUAL

Draft Final Document

ROAD LIGHTING MANUAL

Purpose and Scope

Application of this Document

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ROAD LIGHTING MANUAL

Content and Format

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ROAD LIGHTING MANUAL

PURPOSE OF ROADWAY LIGHTING

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ROAD LIGHTING MANUAL

LIGHTING DESIGN PROCESS

Lighting Design Steps

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Locating the Poles

Verifying the Lighting Design Criteria

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ROAD LIGHTING MANUAL Figure 1-1: Lighting Design Flow Chart

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ROAD LIGHTING MANUAL

Lighting Guidelines for Freeways

Continuous Freeway Lighting

Draft Final Document

Complete Interchange Lighting

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Partial Interchange Lighting

Draft Final Document

Lighting Guidelines for Streets and Roadways Other Than Freeways

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Lighting Guidelines for Other Facilities

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Draft Final Document

ROAD LIGHTING MANUAL

Lighting of Traffic Routes

5.1.2.1 Freeways and Expressways

30.5 Max 14* Max 12* Max 10*

Max 10* To match Road* To Match Road***

LED or Equivalent LED or Equivalent

Max Pole/Mounting Height 4m/5m 4m/5m