TRANSPORTATION LIGHTING

13-35

Luminaire Characteristics and Application

The

choice of the light distribution of a luminaire

is

determined by

mounting height, spacing, and transverse location. Good practice requires that most of the light emitted from a luminaire be directed toward
the street and be distributed to ensure good utilization and to provide
the recommended average minimum illumination shown in Tables 13-4
and 13-5. Some light should be directed back of the curb line to provide
illumination on the sidewalk and adjacent areas.
There is a trend in street and highway lighting practice toward the use
It is more efficient than the post- top
of the pendent type of luminaire.
type and costs less to maintain.

The pendent-type luminaire usually is mounted over the roadway,

thereby increasing its effectiveness.
pendent-type luminaire and the
candlepow er distribution in the vertical plane characteristic of typical

FIG. 13-28. Vertical plane candlepower distribution curve for typical

street and highway luminaires.

and highway equipment are

street

shown

in Fig. 13-28.
This is the
type of vertical light distribution

recommended

Distributions of this char-

TYPE

which generally
today.

is

acter have maximum candlepower

and maximum light flux between
the angles of 10 degrees and 20
degrees below the horizontal.
The five typical candlepower distribution types

following
street

described

paragraphs

and highway

in

the

meet most

lighting require-

45

Figure 13-29 shows these

distributions in the 75-degree cone.
The angles used in the figure follow
the usual convention of designating
the direction across the street as zero
degree, parallel with the street as 90
degrees, and directly back from the
street as 180 degrees. Lateral width
is the angle at one-half of the maximum candlepower in the cone of
maximum candlepower, measured

ments.

from the luminaire's axis parallel to

the curb line and in the direction
of the roadway
Type I luminaire: Two-way dfe.

TYPE HE 45

type
FIG.

13-29.

Seventy-five-degree
cone candlepower distribution curves
8

highCSna'S.

'

13-36

LIGHTING HANDBOOK

Intended for mounting approximately over the center of a

tribution.

two beams of light in opposite directions along the

being parallel with the curb line.
Type II luminaire: narrow asymmetric distribution. Intended for
mounting at or near the side of a street. It has a narrow distribution,
having a lateral width up to 25 degrees in the cone of maximum candlepower at approximately 75 degrees.
Type III luminaire: medium width asymmetric distribution. Intended
for mounting at or near the side of the street, has a lateral width up to
45 degrees in the cone of maximum candlepower at approximately 75
It is intended for wide streets.
degrees.
Type IV luminaire: wide asymmetric distribution. Still wider laterally
than type III. The width is approximately 90 degrees in the cone of
maximum candlepower at approximately 75 degrees.
Type V luminaire: symmetric distribution. Candlepower in the 75degree cone is the same throughout 360 degrees. It is useful where lighting must be installed in center parkways and to some extent for intersecstreet.

It projects

street, their axis

tions.

Mounting height of luminaires. The

for luminaires having the distribution

Where

are given in Table 13-6.

recommended mounting heights

described above
mounting may often

characteristics

practicable, higher

be preferable.

Table 13-6.

Recommended Mounting Heights

for Typical Street

and

Highway Luminaires
MOUNTING HEIGHT

LAMP OUTPUT

(feet)

OF LUMINAIRE TYPE

(lumens)

2,500
4,000
6,000
10,000
15,000

II

III

25
25
25

20
25
25
30

20
25
25
30
30

IV and

20
25
25
25
30

Color of Light

Researches have shown that in general the visibility of objects on or

near the roadway is substantially the same throughout even the wide
differences in color of light from sodium-vapor, mercury-vapor, and filament lamps, when the comparison is on the basis of equal light output

and similar

distribution.

Design Considerations
In the preparation of recommendations for street and highway lighting
the following important factors applicable to the specific problem
should be carefully evaluated:
1. Traffic density (vehicular and pedestrian).
2. Accident experience.
3. Type and speed of vehicles.
all of

TRANSPORTATION LIGHTING
4.

Parking practices.

5.

Roadway
a. Width

13-37

construction features:
of street or number, of traffic lanes.

Character of pavement surface.

b.

Grades and curves.

Location and width of curbs, sidewalks, and shoulders.
Width and location of dividing and safety islands or channelizing

c.

d.
e.

curbs.
6.

Special construction features:

Intersections.

a.

b. Traffic circles, cloverleaves,

and separations.

Bridges, viaducts, underpasses, and overpasses.

Table 13-4 lists the illumination recommended for the
Street lighting.
c.

various classifications of city streets indicated in Table 13-3.

The determination of the light distribution, lamp size, spacing, and arrangement of luminaires required to provide the recommended illumination for any street-lighting project may be made with accuracy and conven
ience by the methods described in Section 8. Light distribution curves (Fig.
13-29), isolux curves (Fig. 8-20),

and utilization curves (Fig. 13-30)

for any given luminaire are helpful in designing a street-lighting

system to obtain a particular

quantity and quality of illumination.
Table 13-7 gives typical
lighting arrangements for various
f ootcandle

Z 0.4S
o
1-0.40

STREET SIDE

levels for several street

widths.
All of the light-distribution
types referred to in Table 13-8

most effective when suspended

over the street pavement by suitable brackets, mast arms, or other
means.
Several photographs of typical

are

installations are

shown

Lighting.

The

acter of traffic on highways differs

from that which prevails on urban

streets in three particulars that

are important from the

point of lighting design,
(1)

stand-

namely

high vehicular speed (2)

pedestrian
fined

traffic,

traffic

13-33.)

and

lanes.

20 FT
25 FT
30 FT

30

less

Fig.

2.0

2.5

3.0

3.5 4.0

4.5

WIDTH OF AREA
MOUNTING HEIGHT
40
60
80
50
75
100
60
90
120
PAVEMENT WIDTH IN FEET

5.0

100
125
150

FIG. 13-30. Utilization curves for a street

and highway luminaire (type II distribution), showing per cent of total lumen output falling on the pavement on the street
and the house sides of the vertical axis.
Spacing is measured along the center line
of the pavement..
Average illumination (footcandles) =
lamp lumens* X coefficient of utilization

(3) well-de-

(See

20
25

MOUNTING
HEIGHT

char-

side

1.5

in Fig.

13-31.

Highway

/house

spacing
*

When

width of paved area

luminaires are

other, double

opposite each

lamp lumens value.

13-38

FIG.

13-31.

LIGHTING HANDBOOK

Typical street-lighting installations.

TRANSPORTATION LIGHTING
150 FT 150

O isoftO
FT
150 FT

150FT

150FT

150FT
?

13-39
150FT I50FT
?
STAGGERED

150FT

FIG. 13-32. Standard nomenclature for street and highway luminaire arrangement. Specific value of spacing should be substituted for the 150 feet used in the
example.
Typical Arrangement of Luminaires for Urban Streets, with
Mounting Height and Spacing for Various Initial Footcandles Values

Table 13-7.

CANDLES

WIDTH

LAMP
LUMENS

0.2

30
40
40
50
50
60
50
60
70
50
60
80
70
80
80

2,500
4,000
6,000
6,000
10,000
10,000
10,000
10,000
10,000
6,000
10,000
10,000
15,000
15,000
15,000

FOOT-

0.4
0.6
0.8

1.0

1.2
1.6
2.0

STREET

TYPE
DISTRIBUTION
I

II
II

IV
III

IV
III

IV
III
II
III

IV
IV
IV
IV

LUMINAIRE*

MOUNTING

MATE

HEIGHT

SPACING

Center
Staggered
Staggered
Staggered
Staggered
Staggered
Staggered
Staggered
Staggered
Staggered
Staggered
Opposite
Opposite
Opposite
Opposite

25
25
25
25
30
25
30
25
30
25
30
25
30
30
30

170
200
155
110
140
115
105
85
85
55
75
110
130
90
70

Fig. 13-32 explains the standard nomenclature.

FIG.

APPROXI-

ARRANGEMENT

13-33. Typical highway-lighting installations.

13-40

E S LIGHTING HANDBOOK

Typical Placement of

Table 13-8.

Lumin aires

for

Highway Lighting*

(Average illumination 0.3 footcandle)

LAMP
LUMENS

TRAFFIC
LANES

MAST ARM LENGTH!

PAVEMENT WIDTH

STAGGERED
LUMLNAIRE

(feet)

SPACING

Pavement

10-foot

(feet)

with Curb

Shoulder

(feet)

(feet)

UNDIVIDED HIGHWAYS
24
24
36
48
48
60
60
72
72

2,500
4,000
4,000
6,000
6,000
6,000
6,000
6,000
6,000

2
3

4
4
5
5
6
6

100
165
140
190
185
170
160
150
140

4
4
6
10

14
14
16
16

16

16
16
16

DIVIDED (DUAL) HIGHWAYSf

6,000

6,000

6,000

6,000

6,000

6,000

4-Dual
4-Dual

2-24
2-24

5-foot sland
5-foot island

175
175

12

4-Dual
4-Dual

2-24
2-24

10-foot island
10-foot island

170
165

16

4-Dual
4-Dual

2-24
2-24

15-foot island
15-foot island

160
155

16

4-Dual
4-Dual

2-24
2-24

20-foot island
20-foot sland

150
145

16

6-Dual
6 -Dual

2-36
2-36

5-foot island
5-foot island

140
135

16

6-Dual
6 -Dual

2-36
2-36

10-foot island
10-foot island

130
125

16

16

16

16

16

16

16

* All luminaires are of type II distribution and mounted at 25 feet.

t Four-lane dual highways with center islands exceeding 20 feet in width and six-lane dual highways
with center islands exceeding 10 feet in width to be treated as two separate highways.
t It is assumed that poles or standards are located 2 feet back of curbing or 2 feet back of edge of shoulder
where there is no curbing.

Situations Requiring Special Consideration

Forestation.

may

The presence

of

low overhanging foliage or shrubbery

seriously obstruct light projected toward the pavement.

Judicious

trimming can reduce or ehminate this screening effect. It should be noted

that even with high mounted luminaires, it is not necessary to trim all
It is necessary to trim only those
trees to the height of the luminaire.
branches that fall below the cone of maximum candlepoAver. Such trimming is not noticed when the street is viewed as a vista.
Where trimming is not practicable, a modification of the design may be
For example, luminaires may be mounted on longer mast
necessary.
arms or on span wire suspension over the center of the street, or, as a last

TRANSPORTATION LIGHTING

13-41

mounting height may be reduced. Under this last condition

luminaires having maximum candlepower at angles less than 75 degrees
should be used with reduction in spacing, and perhaps with proportionate
reduction in lamp size.
Poor visibility renders the hours of dusk
Protection for pedestrians*
and darkness dangerous for persons walking. The pedestrian accident
problem is particularly acute at night where the volume of pedestrian
traffic is large or streets are unusually wide and in areas where the popularesort, the

tion is most dense and children must play in the streets for lack of other
playgrounds. Other potentially dangerous areas will be found wherever
pedestrians congregate, as on streets around churches, schools, theaters,
factories, and street transportation loading zones.
The average footcandle values shown in Table 13-4 for various classifications of streets are the minimum levels of illumination recommended
Experience has shown in many instances that higher
for traffic safety.
illumination values afford increased pedestrian safety.
In general, at
locations of high accident experience, illumination is recommended which
will ensure good visibility.
Curves in roadways. On
curving roadways luminaires
provide best visibility when
located on the outside of
the curve.
When located
:__
on the inside of the curve
they are less effective, particularly if the curve is of
short radius.
(See
Fig.
CROSS INTERSECTION

INTERSECTION

13-34.)
Intersections.

the complexity
lar

Because
of

RAILROAD CROSSING

of

vehicu-

and pedestrian traffic at

more illumina-

intersections,

required at such locaFor the average

rectangular or diagonal intion

is

tions.

tersection on

urban

streets

the illumination should be

at least equal to the sum of
the illumination values re-

commended

the two
streets that form the intersection.
In all cases, the
for

FIG.

and highway lumirecommended for specific

13-34. Special street

arrangements
hazardous locations.
naire

luminaires should be located to illuminate pedestrian crosswalks.

(See

Fig. 13-34.)
The Committee on Pedestrian Control and Protection of the National Safety Council is authority for the
statement: "The fatal traffic accident rate per mile of travel is about three times as high during the hours of
darkness as during the day. A large percentage of this increased night rate involves pedestrians who are at
a particular disadvantage under night-time conditions." (.Safe on Foot)

13-42

Railroad grade
lighted.

not

less

E S LIGHTING HANDBOOK

crossings.

Railroad grade crossings should be well

is not lighted, two luminaires utilizing

the street or highway

If

than 2,500 lumen lamps are recommended for the crossing.

(See

Fig. 13-34.)
Alleys.

Alleys should be lighted so as to permit safe passage and fa-

cilitate police protection.

Bridges, overpasses, and viaducts.

The level of illumination for such

recommended for streets or high-

structures should not be less than that

ways carrying an equivalent amount of traffic. When pedestrian walkways are so located that they cannot be lighted by the roadway luminaires,
additional lighting for safety and policing should be provided.

Underpasses and tunnels. When an underpass or a tunnel is short,

adequate illumination may be obtained from adjacent street-lighting
luminaires on the approaches. However, long underpasses and tunnels
require special treatment, since electrical illumination may be needed
both day and night. In general, the illumination should be approximately
50 per cent greater than that recommended for the connecting street or
highway or for a roadway carrying the same volume of traffic.
Vehicular tunnels often utilize design features not common to streets
and highways to overcome special problems. The availability of ceiling

and walls

is

an imporFor

tant consideration.

this reason, lighting

A-BORDERLINE SEEING

lighting
methods and
equipment may not be
the
most satisfactory

B-MINIMUM FOR SAFE SEEING

(FACTOR OF SAFETY -APPROX. 2)

C-RECOMMENDED FOR SAFE SEEING

(FACTOR OF SAFETY -APPROX. 5)

D-DAYLIGHT PENETRATION
(ENTRANCE 42 FT WIDE,

by

the conventional street-

(OBSERVERS AT CONCENTRATED ATTENTION)

obtainable.
14 FT HIGH)

Daytime tunnel entrance electrical illumination should be planned so

that drivers

may become

adapted gradually to the

lower

tunnel

levels

of

illumination as they enter

and to the higher daylight levels as

they leave.

A graduation

in level

by

which this may be accomplished for a driving

40
DISTANCE

Fig. 13-35.

100
120
80
140
160
180
FEET WITHIN ENTRANCE OF TUNNEL

60
IN

200

Daytime tunnel-entrance illumination

conditions evaluated with

hour driving speed.

respect to 35-miles-per-

speed

hour
13-35.

of
is

35 miles

shown

in

per
Fig.

TRANSPORTATION LIGHTING

13-43

FIELD LIGHTING FOR AIRPORTS

Field-lighting

equipment for airports generally

is

classed as signal

With the exception of landing area and loading area floodlights, and illuminated wind cones or socks, airport lights convey the information intended by means of their own color, arrangement, or direction,
rather than by illumination of other areas or objects. The amount of
equipment.

normally required for this purpose is not large, but the control of its
and color must conform with rigid standards.
Since the signal equipment must serve its purpose under varying atmospheric conditions, a control of the brightness of the runway and the
approach lights used for landing the airplane must be provided. Low
brightnesses are used in clear weather, and are increased as the transmittance of the atmosphere decreases. For practical purposes, the useful
range of the signal remains the same over a rather wide variance of atmospheric conditions.
light

direction

Standardization

The interstate and international scope of scheduled air transport operamakes it imperative to set up minimum performance standards for

tions

apparatus and to standardize colors and characteristics of signals.

The Civil Aeronautics Administration (C.A.A.) of the Department of
Commerce is the domestic agent for the establishment of such standards
and recommendations in civil aviation. In many cases the Army, the
Navy, and the C.A.A. have collaborated in reaching joint standards,
known as A.N.C. Aeronautical Standards.
International practices and standards are formulated by the U. N. sponsored International Civil Aviation Organization (I.C.A.O.), which is composed of representatives of all nations interested in international air
commerce. Standards adopted by this body generally are accepted by
all member nations and made mandatory minimum requirements.

Seeing Problems, Incoming Aircraft

In many landing fields all of the recommended types of lights and luminaires are not always necessary, but there should be uniformity in
those used for the very evident advantage it gives the pilot, w-ho thus can

be familiar with the meaning of the lighting at any airport.

The seeing problems for pilots of incoming aircraft include
1. Locating the airport.
2. Determining the usable landing area.
3. Determining the wind direction.
4. Determining the landing direction.
5. Locating the obstructions.
6. Utilizing perception of depth and of rate of change of depth to determine altitude.
7. Determining taxiing direction.
8. Establishing visual contact from an instrument approach.

13-44

E S LIGHTING HANDBOOK

The equipment used and

are as follows
1. The airport location

is

the methods of solving these seeing problems

marked by an

airport beacon, (as in Fig. 13-36),

designed to give a definite periodic sequence of flashes which will be visible

to the pilot from any normal angle of
approach. The standard land airport signal
consists of six white and six green alternate
flashes per minute. Each flash should have
a minimum duration of 0.15 second when
'

clearly visible.

Boundary

used to outline the

2.
entire usable landing area of an all-way airStrip lights are used when the area
port.
available

Runway

for
lights

lights are

landing

"""",
,_,

*^' i.jgpBF
"**\

a single strip.
are used when most landings

are restricted to

is

paved runways.

'"[:

,1

f
-

(See Fig.

13-37.)

Boundary
..,

are fixed white lights,

lights
,

i-

-i

with a symmetrical horizontal distribution

and an asymmetric

vertical

distribution,

FIG.

13-36.

Typical

air

port beacon which indicates

location by six white and six
green alternate flashes per

and may Sdon^of at "l&sT

wS
have the same distribution as boundary
second,
lights, or they may have an asymmetric distribution in both horizontal and vertical planes, with maximum candlepower parallel to the strip axis.
Runway lights have an asymmetric distribution in both horizontal and
vertical planes, with a maximum candlepower approximately parallel to
the axis of the runway. Runway lights are fixed white lights for all
except those on the last 1,500 feet of the runway, which are yellow. This
is accomplished for either direction of approach by using split filters to
show yellow in one direction only on the units 1,500 feet in from each end
of the runway.
Runway lights may be either semiflush or elevated. Elevated lights
include day markers, usually a small painted cone mounted directly under
Strip lights are fixed white lights,

the light.
High-intensity runway

lights are high candlepower elevated lights,

physically large enough to serve as day markers without the use of auxilThe candlepower of a high-intensity runway light is many
iary cones.
times that of a semiflush or elevated runway light.
3. Wind direction is indicated visually by an illuminated wind cone,

A wind cone is a large cloth cone, or "sock,"

around a vertical shaft and illuminated from above by lamps
and reflectors. A wind tee consists of a large free-swinging, T-shaped
wind vane with its shape clearly outlined by rows of lamps. A wind
tetrahedron is a large triangular pyramid turned on its side, free SAvinging,
and with all edges outlined by rows of lamps. (See Fig. 13-38.)

wind

tee,

or wind tetrahedron.

free to swing

TRANSPORTATION LIGHTING

13-45

rfk

-f

FIG. 13-37. Typical lights used to mark usable landing areas: (a)
strip light; runway lights (b, high -intensity, c, semiflush, d, elevated).

boundary or

LAMPS WITH
COLOR HOODS

FIG.
(c)

13-38. Typical

tetrahedron.

illuminated wind-direction indicators: (a) cone,

(b) tee,

13-46
4.

E S LIGHTING HANDBOOK

Landing direction
a. On an all-way

is

determined visually

by range lights inserted in the boundary cirindicating preferred landing directions.

Range lights are
fixed green boundary lights installed across each end of preferred
field

cuit,

landing paths to indicate

landing direction. The
landing paths are coded
by using two, three, or

more
end

TWO OR
SPACED 51
APART AT
OF RUNWAY

SEGMENTS

On a landing

strip by the
the strip as
indicated by the strip
lights
and by green
threshold lights.

outline

c.

same preferred

(See Fig. 13-39.)

path.
b.

each

lights across

of the

of

On a runway by the runway outline indicated by

runway

by

and

lights

green threshold

FIG.

lights.

13-39.

Typical range-light.

Obstructions are identified by fixed, flashing, or rotating red lights.

hazard to aircraft landing or
taking off are marked by red lights having an asymmetric vertical distribution and a symmetric horizontal distribution.
(See Fig. 13-40.)
5.

All structures or objects that constitute a

FIG.
6.

13-40.

BRIDGE
LI
WATER TANK
Typical obstruction -light installations.

Depth perception is aided by the pattern appearance of the boundary,

runway lights, and by their altitude relative to obstruction lights.

strip, or
7.

Taxiing direction

On an

is

determined after landing:

all-way field

ground-mounted

by

utilizing the landing lights

floodlights

on the

aircraft,

to identify the loading area, or a

moving spot
by any combination of these.

tower-controlled searchlight which can throw a

light to guide the aircraft, or

On

or

a landing strip by following the strip lights to a lighted load-

ing area.

On

a runway

field

by following taxiway guidance

lights.

These

are blue lights (either semiflush or elevated), having an asymmetric

vertical distribution,

and either a symmetric or an asymmetric

horizontal distribution, arranged to outline the taxiway.

TRANSPORTATION LIGHTING

13-47

FIG. 13-41. Three types of approach lights used to establish visual contact after
an instrument approach: (a) red incandescent type, (b) projector type, (c) neon
ladder type.
8. The seeing problem involved in establishing: visual contact from an
instrument approach can occur only at airports where instrument-approach equipment is installed.
Three methods of solving this problem are in use, the choice depending
on the funds available. (See Fig. 13-41.) These methods are

The neon-lamp-ladder approach

row of red
(spaced 100 feet apart,
85 feet left of the extended center line of the runway), operated
as fixed lights at a single intensity.
b. The incandescent-lamp approach system, comprising two rows of
red incandescent lamp luminaires with vertical and horizontal
a.

neon tubes

system, comprising a

in linear parabolic reflectors

13-48

c.

E S LIGHTING HANDBOOK

asymmetric distribution, spaced 200 feet apart in rows (each

row in line with the respective row of runway lights), operated as
fixed lights at any one of five selected intensities.
The projector approach system, comprising two rows of highcandlepower, red searchlight-type luminaires with asymmetric
vertical and horizontal distribution, spaced 200 feet apart in
rows (each row on a line parallel to the respective row of runway
lights), operated as fixed lights at any one of five selected intensities.

Seeing Problems, Outgoing Aircraft

The
1.

2.
3.

4.
5.

6.

seeing problems for pilots of outgoing aircraft include

Determining the wind direction.
Determining the take-off direction.
Determining taxiing directions.
Determining the usable take-off area.
Locating obstructions.
Utilizing perception of depth and of rate of change of depth to de-

termine altitude.
7.

Determining the horizon.

used, and the methods of solving these seeing problems,

The equipment
are as follows:
1.

Wind

tee, or
2.

The
a.

b.

3.

direction is indicated visually by the illuminated wind cone,

tetrahedron described on page 13-44.

determined visually
by lining up the coded range

is

lights in the
On an all-way field
boundary circuit corresponding to the wind direction.
On a landing strip or runway field by the strip lights or runway
lights and by green threshold lights.

The
a.

take-off direction

taxiing direction

is

determined visually:

On an

all-way field by the boundary light pattern, by a towercontrolled searchlight which can throw a moving spot of light to
guide the aircraft, by the landing lights on the aircraft, or by any

combination of these.

On

a landing strip by following the strip lights to the take-off

of the strip.
c. On a runway field by following taxi-way guidance lights.
The usable take-off area is determined visually
a. On an all-way field by the distance between the selected range

b.

end

4.

lights.

On a landing strip or a runway field by the length and width of

the lighted strip or runway.
5. Obstructions are located by the obstruction lights mounted on structures or objects that constitute hazards to the take-off.
6. Depth perception is aided on take-off by utilizing the range and
boundary lights, the strip lights or the runway lights, as a reference until
they pass below the ascending aircraft.
b.

TRANSPORTATION LIGHTING

13-49

7. The horizon is determined visually by the range and boundary lights,

the strip lights, or the runway lights during the take-off run. Other
lights, such as street lights, or the lights in dwellings, railroad yards, or
industrial plants, serve to establish the horizon when air-borne.
In
locations where the take-off is over an area devoid of such lights, horizon

consisting of boundary light fixtures operated as

white lights, are provided. At least two lights not less
apart across the take-off path, are located from 1 to 3
boundary and substantially equidistant either side of the
lights,

steady burningthan 1,000 feet

miles from the
take-off path.

KEY
o

ELEVATED STRIP AND RUNWAY MARKER LIGHTS, CLEAR

ELEVATED THRESHOLD LIGHTS, GREEN

ROTATING BEACON
-<P ILLUMINATED WIND CONE

FIG.

13-42.

Typical field-lighting plan for a small airport.

Airport Classification

Airports are divided into classes I, II, III, IV, and V, the basis being
runway length. The class required for a given locality is governed
by the types and the number of planes which will make use of the airport,
determining factors being wing loading and power loading. The useful
useful

runway lengths

for the five classes are

AIRPORT CLASSIFICATION
I

II

III

IV

LANDING STRIP LENGTH

1,800
2,700
3,700
4,700
5,700

to 2,700 feet
to 3,700 feet
to 4,700 feet
to 5,700 feet
feet and over

For each class of airport, certain other limiting design standards apply,
among which are runway and taxiway widths, distances from runways
and taxiways to aprons and buildings, grades, approach path ratios for
obstruction clearance, runway paving loads, and field lighting facilities.
(See Fig. 13-42.)

13-50

Table 13-9

lists

the

LIGHTING HANDBOOK

minimum

lighting facilities

recommended

for each

These recommendations are subject to variation to suit

local conditions which may require less elaborate or more extensive treatment.
Table 13-10 gives reference data on airport lighting equipment.
class of airport.

Table 13-9.

Airport Lighting Standards

AIRPORT CLASS

MINIMUM RECOMMENDED FACILITIES

I

II

III

IV

Airport beacon

Identification (code) beacon*

Boundary and range lightsf

X
X
X
X
X

X
X
X

X
X
X

Obstruction lights
Illuminated wind cone
Runway and threshold lights
Illuminated wind tee or tetrahedron

Apron

X
X

floodlights

Ceiling projector and clinometer

Taxiway guidance
Approach lights J
*

The

Boundary
Approach

X
X
X
X
X
X
X
X

X
X
X
X
X

lights

identification beacon is required only when there is another lighted airport near by.
lights should be omitted on runway-type fields.
lights should be installed for each instrument- landing runway.

Table 13-10.

TYPE OF LAMP

TYPE OF EQUIPMENT AND USE

Airport beacon
Used to denote

Reference Data on Airport Lighting Equipment

LOCATION
On

or adjacent to
airport

(Incandescent
Filament)

500-VVatt*, 30- or
115- volt,

T-20

bulb, medium
bipost base;
1,000- watt, 30or 115- volt, T20 bulb, mogul
bipost base; or

airport location

COLOR
INDICATION
Alternate

white and
green flashes

MOUNTING

SPAC-

ING

Sufficient height
for
beam to
clear surrounding obstructions.

Usually on top
of control tower,

building, or
other structures,
at least 50 ft high

l,500-watt,t 32volt. T-24 bulb,

mogul bipost
base
Identification

bea-

con

Usually above or 500-VVatt, 115- volt,

immediately adPS-40 bulb, mo-

Used to identify

jacent to airport

positively a par-

beacon

ticular point
earth's surface

gul prefocus base

Green flashes
in Morse
code

Usually mounted

above airport
beacon on auxiliary

platform

where the beam

on

will clear all sur-

rounding

ob-

structions

Approach

light

(high intensity).
to indicate
desired line of approach to a landing area

Used

On approach

area

as extensions of

runway
for

lights
distance of

approximately
2,000-3,000 ft

200-Watt, 6.6-ampere, PS-30 bulb,

mogul prefocus
base; 250- watt,
20-ampere, T-10
bulb, medium
prefocus
base;
or 500- watt, 115volt, T-20 bulb,

medium
cus base

prefo-

Red

On

low base at
ground, or on
poles to establish level

grade

from runway
end or rising
curve

200 ft

TRANSPORTATION LIGHTING
Table 13-10
TYPE OF EQUIPMENT AND USE
Runway light

(high

intensity)

Used on

in-

all

strument runways
to indicate limits
of area available
for landing and
take-off.

LOCATION

(Continued)

TYPE OF LAMP
(Incandescent
Filament)

10 ft outside runway edge paral-

200-Watt, 6.6-am-

to the run-

mogul prefocus

lel

pere,

PS-30bulb,

way,

base;

so circuited that
a single runway
may be delineated as a unit

20-ampere, T-10
bulb, medium
prefocus
base;
or500-watt, 115volt, T-20 bulb,

opposite
each other and

250-watt,

medium

prefo-

cus base

Threshold light (high Across each end of 200-Watt, 6.6-amrunway along

intensity)
pere PS-30 bulb,
line perpendicumogul prefocus
Used in conjunclar to runway
base; 250-watt,
tion with and in
center fine, symsame circuit as
20-ampere, T-10
high-intensity

runway

light to
indicate usable

limits of

runway

metrically
spaced in
groups, one

group on each
side of runway,
leaving an 80-ft
clearance gap at

runway

Runway

light (low
intensity).

Used on runways
indicate area
available for landing and take-off.
to

two

of runway paving,
opposite

each other and

so circuited that

COLOR
INDICATION
White on

full

length of

runway
cept

ex-

onewhite

half

ING

Mounted on

200 ft

ground or on a
low base with
breakable joint

which

will give
light is

and one- half

way

yellow
within 1,500
ft
of each
end of run-

struck accident-

mum

extension

way

30 in.
face

above sur-

ally

if

by an

air-

Maxi-

plane.

Mounted on

Green

ground or on a
low base with a

(See location)

breakable joint
which will give

way

bulb,
medium
prefocus
base;
or500-watt, 115volt, T-20 bulb,

medium

SPAC-

MOUNTING

if

light is

accidentally

by an

struck

mum

prefo-

cus base

30 in.
face

air-

Maxi-

plane.

extension

above sur-

center

Along both edges

single

13-51

runway

may

be delineated as a unit

40- Watt,

115-volt,

White on

full

A-21 bulb, medium prefocus

base; or 325-lumen, 6.6-ampere,
A-21 bulb, medium prefocus

length of

base.

1,500

runway

except one- half

and

white

one-half yel-

low

within
ft

each end

of
of

Mounted

semi-

200 ft

flush with pavement, heavy

prismatic

and

glass
steel cover.

Maximum

ex-

tension 4 in.

above surface

runway
Threshold light (low
intensity)
Used in conjunction with and in
same circuit as

low-intensity run-

way

light to indi-

cate usable limits

of

runway

Across each end of

runway along a
line perpendicular

to

runway

center line and

at uniformly
spaced intervals
of
50
ft.
On

runways
than 150

100- Watt, 115-volt,

Green

A-21 bulb, medium prefocus

base; or 1,020lumen, 6.6-ampere, A-21 bulb,
medium prefocus
base

Mounted semi-

(See loflush with pave- cation)

ment,

heavy

prismatic

and

glass

steel cover.

Maximum

exten-

sion 4 in. above

surface

less
ft

wide

spacing should
be decreased to
allow a total of
four to be used

Around boundary
Boundary light
Used to outline
limits of landing

area

of landing area
and so circuited
that entire land-

ing area is delineated as a unit

Across each end of

Range light
Used on an

all-

way

field to indi-

cate

a preferred

landing path

preferred landing path in

boundary
circuits

light

40-Watt, 115-volt,
A-21 bulb, medium prefocus
base; or 325-lumen, 6.6-ampere,
A-21 bulb, medium prefocus
base

White

Normally on
boundary cones

100-Watt, 115-volt,
A-21 bulb, medium prefocus
base; or 1,020lumen, 6.6-ampere, A-21 bulb,

Green

Normally on
cones. Landing

medium
cus base

prefo-

paths are coded

by using two,
three, or more
lights across each
end of same prelanding
ferred

path

300

ft

50 ft

Apart

13-52

LIGHTING HANDBOOK

Table 13-10

TYPE OF LAMP

TYPE OF EQUIP-

LOCATION

MENT AND USE

Obstruction light

(Continued)

On

(Incandescent
Filament)

obstructions:

100 Watt, 115-volt,

Used to indicate
obstructions or
potential hazards

(a) 150 ft or more

above landing
area and within

A-21 bulb, medium prefocus

base; Ill-watt,

to aircraft

2 miles, (b)

traffic

COLOR
INDICATION
Red

MOUNTING
At top
to

signal,

for heights
150 ft, with

over
150
ft

115-volt,

bulb,

and extending
above a plane of

screw base; or

tional lights will

1,020-lumen, 6.6-

1:40 inclination,
or (c) within
transitional areas

ampere, A-21

be equally
spaced between
top light and

ground

hori-

zon-

Addi-

spaced.

bulb, medium
prefocus base

Not

for each 150 ft,

or fraction
thereof, equally

or take-off areas

A-21

ING

additional light

within approach

medium

SPAC-

tal

spacing

level

and extending
above a plane of
1:7 inclination

Taxiway

light (low
intensity)
Used to delineate

taxiway

Along both edges

of taxiway.

On

straight

sec-

tions, opposite

On

Used on Taxiway

each other.

path
from terminal to

short sections,
curved edges and
intersections so
positioned that

to

indicate

point of take-off
and from point of
landing to term-

40-Watt, 115-volt,
A-21 bulb, medium prefocus
base; or 325-lumen, 6.6-ampere,
A-21 bulb, medium prefocus

Blue

200

ft

with pavement,

on
heavy prismatic straight
glass and steel
secMaxi-

cover.

mum
4 in.

base

tions.

extension

above sur-

face||

path of taxiway
clearly indicated.

inal.

is

Taxiway

light (ele-

Same

as

above

30 or 45-watt, 6.6-

vated)

ampere,

Same as above

bulb, medium
prefocus base, or
40-watt, 115-volt,
T-10 bulb, medium prefocus

Blue

T-10

floodlight

Used

for general
illumination of

runway

of

runway

at edge
landing area

or

of

or landing

area

1,500-Watt, 32-voIt,

Mounted on ground

200 ft
on low base with on
a breakable joint straight
which will give
sec-

way

if

light

is

tions

accidentally
struck by airplane If

base.

Landing area or run- At end

way

Mounted semiflush

White

T-24 bulb, mogul

bipost base; or
323,000-watt,
volt, T-32 bulb,
mogul bipost

On

pipe standards
or vaults in banks
of two or more
units all on one
side or on both
sides of runway.

base

Usually on airport

Apron floodlight
As required and so General lighting
positioned as to
Used to illuminate
service lamps
surface of apron

White

buildings or on

ground on

avoid light being

base

projected into
pilot's eyes during landing or

mountings

taking
craft

duce

or

flat

pipe

off of air-

and

to pro-

minimum

of 0.5 footcandle

Wind sock
Used to indicate
true wind direction

On

building roof

on ground,
where visible
from all points
and where wind

or

is

General

lighting
service lamps as
required, usually
100-, 150-, or 200-

White

friction bearings
attached to pipe
standard to permit free rotation

watts

with the wind,

and on hinged

not influenced

by buildings

or
natural obstacles

Wind

tee

Used to indicate
true ground wind
direction

On ground

near,
or on edge of,

landing

areas.
visible

where
from all points
and where wind
is not influenced
by buildings or
natural obstacles

Mounted on low

pole for ease of

relarnping
25- Watt,

115-volt,

A-19 bulb, medium-screw base

Green

Mounted on low
friction bearings
on vertical shaft
to permit free

Lamps
on tee
spaced
maxi-

rotation with the

mum

wind

of

apart

ft