5.4 aviation and transport lighting h3 new
TRANSCRIPT
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TRANSPORTATION
LIGHTING
13-35
FIG.
13-28.
Vertical
plane
candle-
power
distribution
curve
for
typical
street and
highway
luminaires.
o
TYPE
I
Luminaire
Characteristics
and
Application
The
choice of
the
light
distribution of
a
luminaire
is
determined
by
mounting height, spacing,
and
transverse
location.
Good
practice
re-
quires
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
of
the
pendent
type
of
luminaire.
It
is
more
efficient
than
the
post-
top
type
and costs
less to
maintain.
The
pendent-type
luminaire usu-
ally
is
mounted over
the
roadway,
thereby
increasing its effectiveness.
A
pendent-type luminaire
and
the
candlepow
r
er
distribution
in
the ver-
tical
plane characteristic of
typical
street
and
highway equipment are
shown
in
Fig.
13-28.
This
is
the
type
of vertical
light distribution
which
generally
is
recommended
today.
Distributions
of
this
char-
acter
have maximum candlepower
and
maximum
light
flux between
the
angles
of
10
degrees and 20
degrees
below
the
horizontal.
The
five
typical candlepower
dis-
tribution
types described in
the
following paragraphs
meet
most
street
and highway lighting
require-
ments.
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
max-
imum
candlepower
in
the
cone
of
maximum
candlepower,
measured
from
the luminaire's
axis
parallel
to
type t
the
curb line
and in
the
direction
FIG.
13-29.
Seventy-five-degree
of the
roadway
cone
candlepower
distribution
curves
Type
I
luminaire:
Two-way
dfe.
highCSna'S.
8
'
^
d
45
TYPE
HE
45
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13-36
I
E
S
LIGHTING
HANDBOOK
tribution. Intended for mounting
approximately
over
the
center of
a
street. It
projects
two beams
of light in
opposite
directions
along the
street,
their axis
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
candle-
power 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
degrees.
It
is intended
for
wide streets.
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
75-
degree
cone
is the same
throughout
360 degrees.
It is useful
where
light-
ing
must
be
installed in
center
parkways
and to some extent for
intersec-
tions.
Mounting
height
of
luminaires. The
recommended
mounting heights
for
luminaires
having
the
distribution
characteristics
described above
are
given
in Table
13-6.
Where practicable, higher
mounting may
often
be
preferable.
Table
13-6.
Recommended Mounting
Heights
for
Typical
Street
and
Highway Luminaires
LAMP OUTPUT
(lumens)
MOUNTING HEIGHT
(feet) OF
LUMINAIRE
TYPE
I
II
III IV and
V
2,500
4,000
6,000
10,000
15,000
25
25
25
20
25
25
30
20
25
25
30
30
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 fila-
ment 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
all of 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.
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TRANSPORTATION
LIGHTING
13-37
Z
0.4S
o
1-0.40
4.
Parking practices.
5.
Roadway
construction
features:
a.
Width
of
street
or
number,
of
traffic
lanes.
b.
Character
of
pavement
surface.
c.
Grades
and
curves.
d.
Location
and
width
of
curbs,
sidewalks,
and
shoulders.
e.
Width
and
location
of
dividing
and
safety
islands
or channelizing
;
curbs.
6.
Special
construction
features:
a.
Intersections.
b.
Traffic
circles,
cloverleaves,
and
separations.
c.
Bridges,
viaducts,
underpasses,
and
overpasses.
Street
lighting.
Table
13-4
lists
the
illumination
recommended
for
the
various
classifications
of city
streets
indicated in Table
13-3.
The
determination
of
the
light
distribution, lamp size,
spacing,
and
ar-
rangement
of
luminaires
required
to
provide
the
recommended
illumina-
tion
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 help-
ful
in
designing
a
street-lighting
system to
obtain
a
particular
quantity and
quality of illumina-
tion. Table
13-7
gives
typical
lighting
arrangements for various
f
ootcandle levels for
several
street
widths.
All
of the
light-distribution
types referred to
in
Table
13-8
are
most
effective
when
suspended
over
the
street
pavement
by
suit-
able
brackets, mast arms,
or
other
means.
Several
photographs of
typical
installations
are
shown
in
Fig.
13-31.
Highway
Lighting. The
char-
acter
of traffic on highways
differs
from
that
which
prevails on
urban
streets
in
three
particulars
that
are
important
from
the
stand-
point
of
lighting
design,
namely
(1)
high
vehicular
speed
(2)
less
pedestrian
traffic, and
(3)
well-de-
fined traffic lanes.
(See
Fig.
13-33.)
STREET
SIDE
/house
side
20 FT
20
25
FT
25
30
FT
30
MOUNTING
HEIGHT
1.5 2.0 2.5 3.0
3.5
4.0 4.5 5.0
WIDTH
OF
AREA
MOUNTING HEIGHT
40
60
80
100
50
75 100
125
60
90 120
150
PAVEMENT WIDTH
IN FEET
FIG.
13-30.
Utilization
curves
for a
street
and
highway luminaire
(type
II
distribu-
tion),
showing
per cent
of total
lumen
out-
put
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
spacing
X
width
of
paved area
*
When
luminaires are
opposite
each
other, double lamp lumens value.
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13-38
I
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LIGHTING
HANDBOOK
FIG.
13-31.
Typical street-lighting
installations.
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TRANSPORTATION
LIGHTING
13-39
150
FT
150
FT
150
FT
isoftO
o
O
150FT 150FT
150FT
? ?
1
150FT
150FT
I50FT
?
1
STAGGERED
FIG.
13-32.
Standard nomenclature
for
street
and highway
luminaire
arrange-
ment.
Specific value
of spacing should be
substituted for
the
150
feet
used
in
the
example.
Table
13-7.
Typical
Arrangement
of Luminaires for Urban
Streets,
with
Mounting
Height and
Spacing
for Various
Initial
Footcandles
Values
FOOT-
STREET
LAMP
TYPE
LUMINAIRE*
MOUNT-
ING
HEIGHT
APPROXI-
MATE
SPACING
ANDLES
WIDTH LUMENS
DISTRIBUTION
ARRANGEMENT
0.2 30
2,500
I
Center
25 170
40
4,000
II
Staggered
25
200
0.4
40
6,000
II Staggered
25
155
50
6,000
IV
Staggered
25
110
0.6 50
10,000
III
Staggered
30
140
60
10,000
IV
Staggered
25
115
0.8 50
10,000
III
Staggered
30 105
60
10,000
IV
Staggered
25
85
70
10,000
III
Staggered
30
85
1.0
50
6,000
II
Staggered
25
55
60
10,000
III
Staggered
30
75
80
10,000
IV
Opposite
25
110
1.2
70
15,000
IV
Opposite
30
130
1.6
80 15,000
IV
Opposite
30 90
2.0 80
15,000
IV
Opposite 30 70
Fig.
13-32
explains
the
standard nomenclature.
FIG.
13-33.
Typical
highway-lighting
installations.
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13-40 I E
S
LIGHTING HANDBOOK
Table
13-8.
Typical
Placement
of
Luminaires
for
Highway
Lighting*
(Average
illumination 0.3 footcandle)
LAMP
LUMENS
TRAFFIC
LANES
PAVEMENT
WIDTH
(feet)
STAGGERED
LUMLNAIRE
SPACING
(feet)
MAST
ARM
LENGTH
Pavement
with
Curb
(feet)
10-foot
Shoulder
(feet)
UNDIVIDED
HIGHWAYS
2,500
2
24
100 4
14
4,000
2
24 165
4 14
4,000
3
36 140
6
16
6,000
4
48
190 10
6,000
4
48
185
16
6,000
5
60
170
16
6,000
5
60
160 16
6,000
6
72
150
16
6,000
6
72
140 16
DIVIDED
(DUAL)
HIGHWAYSf
6,000
6,000
6,000
6,000
6,000
6,000
4-Dual
4-Dual
4-Dual
4-Dual
4-Dual
4-Dual
4-Dual
4-Dual
6-Dual
6
-Dual
6-Dual
6
-Dual
2-24
2-24
2-24
2-24
2-24
2-24
2-24
2-24
2-36
2-36
5-foot
5-foot
10-foot
10-foot
sland
island
island
island
15-foot island
15-foot island
20-foot
20-foot
5-foot
5-foot
2-36
10-foot
island
2-36
10-foot
island
island
sland
island
island
175
175
170
165
160
155
150
145
140
135
130
125
12
16
16
16
16
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.
The
presence
of
low
overhanging
foliage
or
shrubbery
may
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
trees to
the height
of
the luminaire.
It
is
necessary
to
trim only
those
branches
that fall below the
cone of
maximum
candlepoAver. Such
trim-
ming
is
not noticed when the street
is
viewed
as
a
vista.
Where
trimming
is
not practicable, a
modification
of
the
design
may
be
necessary.
For
example, luminaires
may
be
mounted
on longer
mast
arms or on span wire suspension
over
the
center
of
the
street, or,
as a last
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TRANSPORTATION
LIGHTING
13-41
resort,
the
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.
Protection
for
pedestrians*
Poor
visibility
renders
the
hours
of dusk
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 popula-
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
classi-
fications
of streets
are
the
minimum
levels of
illumination
recommended
for traffic
safety.
Experience has shown
in
many
instances
that higher
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,
par-
ticularly
if
the
curve
is
of
short
radius.
(See Fig.
13-34.)
Intersections.
Because
of
the complexity
of vehicu-
lar
and pedestrian
traffic
at
intersections, more
illumina-
tion
is
required
at such
loca-
tions.
For the
average
rectangular
or
diagonal in-
tersection on
urban
streets
the illumination
should
be
at least equal
to the sum
of
the illumination
values
re-
commended
for
the
two
streets that
form
the
inter-
section.
In
all
cases,
the
luminaires
should
be
located
to
illuminate
pedestrian
crosswalks.
Fig.
13-34.)
CROSS
INTERSECTION
:__
INTERSECTION
RAILROAD
CROSSING
FIG.
13-34.
Special
street
and highway
lumi-
naire arrangements
recommended
for
specific
hazardous locations.
(See
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)
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13-42
I
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LIGHTING
HANDBOOK
Railroad
grade
crossings.
Railroad grade
crossings
should
be
well
lighted.
If the
street
or
highway
is
not lighted,
two
luminaires
utilizing
not
less
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
structures
should
not
be
less
than
that
recommended
for streets
or
high-
ways
carrying an
equivalent
amount
of traffic.
When
pedestrian
walk-
ways
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
impor-
tant
consideration.
For
this
reason,
lighting
by
the
conventional
street-
lighting
methods
and
equipment
may
not
be
the
most
satisfactory
obtainable.
Daytime
tunnel
en-
trance
electrical
illumina-
tion
should
be
planned
so
that
drivers
may
become
adapted
gradually
to the
lower
tunnel
levels
of
illumination
as
they
enter
and to the higher
day-
light
levels as they
leave.
A
graduation
in level
by
which
this
may
be ac-
complished for a
driving
speed
of
35
miles
per
hour
is
shown
in
Fig.
13-35.
A-BORDERLINE
SEEING
(OBSERVERS
AT
CONCENTRATED
ATTENTION)
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,
14
FT
HIGH)
40
60
80
100 120
140 160 180
200
DISTANCE IN
FEET
WITHIN
ENTRANCE
OF
TUNNEL
Fig. 13-35.
Daytime tunnel-entrance illumination
conditions
evaluated with
respect
to
35-miles-per-
hour
driving
speed.
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TRANSPORTATION LIGHTING
13-43
FIELD
LIGHTING
FOR AIRPORTS
Field-lighting
equipment for
airports generally is
classed
as
signal
equipment.
With the
exception
of landing area
and
loading
area
flood-
lights, and illuminated wind cones
or
socks, airport
lights
convey
the
in-
formation intended
by
means
of
their
own
color,
arrangement,
or
direction,
rather than
by
illumination of
other areas or objects.
The
amount
of
light
normally required for this purpose
is not
large,
but
the
control
of
its
direction
and color
must conform
with
rigid standards.
Since
the
signal equipment
must
serve
its
purpose under
varying
at-
mospheric 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
transmit-
tance
of
the
atmosphere
decreases.
For practical purposes, the
useful
range
of
the
signal
remains
the
same
over a
rather
wide
variance
of
at-
mospheric
conditions.
Standardization
The
interstate and
international
scope
of
scheduled
air
transport
opera-
tions
makes it
imperative to set
up
minimum
performance standards
for
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. spon-
sored
International Civil Aviation Organization
(I.C.A.O.), which
is
com-
posed
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
lu-
minaires
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
de-
termine
altitude.
7.
Determining
taxiing
direction.
8.
Establishing visual
contact
from
an
instrument
approach.
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I
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S
LIGHTING
HANDBOOK
The
equipment
used
and
the
methods
of
solving these
seeing problems
are
as
follows
:
1.
The
airport
location
is
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.
'
2.
Boundary
lights
are
used
to
outline
the
,
,_,
entire
usable
landing area
of
an all-way
air-
*^'
i.jgpBF
port.
Strip
lights are
used
when the area
**\
7
available
for
landing
is
a
single
strip.
f
,1
' [:
Runway
lights
are
used
when
most
landings -
are
restricted
to paved
runways. (See
Fig.
*
1
*
13-37.)
*
Boundary
lights are fixed
white
lights,
FIG.
13-36.
Typical air
..,
,
i
i
,
i i-
,
-i
,
port
beacon
which
indicates
with
a
symmetrical
horizontal
distribution
location by
six
white
and
six
and
an
asymmetric
vertical
distribution,
green
alternate
flashes
per
Strip
lights are
fixed
white
lights,
and
may
Sdon^of
at
l&sT
wS
have
the
same
distribution
as
boundary
second,
lights,
or
they
may
have an asymmetric
dis-
tribution
in both
horizontal and
vertical planes, with
maximum
candle-
power
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
the
light.
High-intensity
runway lights
are
high
candlepower
elevated
lights,
physically
large
enough
to serve
as day
markers
without the use of auxil-
iary
cones.
The
candlepower
of
a
high-intensity runway
light is
many
times
that
of
a
semiflush
or
elevated
runway
light.
3.
Wind
direction
is indicated visually
by
an
illuminated
wind
cone,
wind
tee,
or
wind
tetrahedron.
A
wind
cone
is
a
large
cloth
cone, or
sock,
free
to
swing
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.)
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TRANSPORTATION LIGHTING
b
rfk
13-45
-f
FIG.
13-37.
Typical
lights
used
to
mark
usable
landing
areas: (a) boundary
or
strip
light;
runway
lights
(b,
high-intensity,
c,
semiflush,
d, elevated).
LAMPS
WITH
COLOR
HOODS
A
FIG.
13-38. Typical
illuminated
wind-direction indicators:
(a) cone,
(b)
tee,
(c) tetrahedron.
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I E
S
LIGHTING HANDBOOK
SEGMENTS
4.
Landing
direction
is
determined visually
:
a. On
an
all-way
field
by
range lights
inserted in
the boundary
cir-
cuit,
indicating
preferred landing
directions.
Range
lights
are
fixed
green
boundary
lights
installed
across
each
end
of
preferred
landing
paths
to
indicate
landing
direction. The
landing paths
are
coded
by
using
two, three,
or
more
lights
across
each
end
of
the
same preferred
path.
(See Fig.
13-39.)
b.
On
a
landing
strip
by the
outline
of the
strip
as
indicated
by
the
strip
lights
and by green
threshold lights.
c.
On
a
runway
by
the
run-
way
outline
indicated
by
runway
lights
and
by
green
threshold
lights.
TWO
OR
SPACED
51
APART
AT
OF RUNWAY
FIG.
13-39.
Typical
range-light.
5.
Obstructions
are
identified
by
fixed,
flashing,
or
rotating red
lights.
All
structures
or
objects
that
constitute
a
hazard
to aircraft
landing or
taking
off are
marked
by
red lights
having
an asymmetric
vertical
dis-
tribution
and
a
symmetric horizontal distribution.
(See
Fig.
13-40.)
WATER TANK
LI
BRIDGE
U
FIG.
13-40. Typical obstruction
-light
installations.
6.
Depth
perception
is aided
by
the
pattern
appearance of the boundary,
strip,
or
runway lights, and
by
their altitude relative to
obstruction
lights.
7.
Taxiing
direction is determined after
landing:
On
an
all-way
field
by
utilizing
the
landing
lights on
the
aircraft,
ground-mounted
floodlights to
identify the
loading
area,
or
a
tower-controlled
searchlight which
can
throw
a
moving
spot or
light
to
guide
the
aircraft,
or
by
any
combination
of
these.
On 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.
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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-ap-
proach 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
a.
The neon-lamp-ladder
approach
system, comprising
a
row of
red
neon
tubes
in
linear
parabolic reflectors
(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
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I
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.
c.
The
projector
approach
system, comprising
two
rows
of high-
candlepower,
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 intensi-
ties.
Seeing
Problems,
Outgoing
Aircraft
The seeing
problems
for
pilots of
outgoing aircraft
include
1.
Determining the
wind
direction.
2.
Determining the take-off direction.
3.
Determining
taxiing
directions.
4.
Determining
the
usable take-off
area.
5.
Locating obstructions.
6.
Utilizing perception
of
depth and
of
rate
of
change
of
depth to
de-
termine
altitude.
7.
Determining the horizon.
The
equipment used, and the
methods
of
solving
these
seeing
problems,
are as
follows:
1. Wind
direction
is indicated
visually
by
the illuminated
wind
cone,
tee, or
tetrahedron described on
page
13-44.
2.
The take-off
direction
is determined visually
a.
On
an all-way
field
by
lining
up
the coded
range
lights in
the
boundary
circuit corresponding
to
the wind direction.
b.
On
a
landing
strip or runway
field
by
the
strip
lights
or
runway
lights and
by
green threshold lights.
3.
The taxiing
direction
is determined
visually:
a.
On
an
all-way
field
by the
boundary light pattern,
by a tower-
controlled
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.
b.
On
a
landing strip
by
following the
strip
lights
to the
take-off
end of
the
strip.
c. On
a runway
field
by
following
taxi-way guidance
lights.
4.
The
usable
take-off
area
is
determined
visually
a.
On
an
all-way field by the
distance
between
the
selected
range
lights.
b.
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
struc-
tures
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.
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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
lights, consisting
of
boundary light
fixtures
operated
as
steady
burning-
white
lights,
are
provided.
At least two
lights not
less
than
1,000
feet
apart across
the
take-off
path,
are located
from 1
to
3
miles
from
the
boundary and
substantially
equidistant
either
side
of
the
take-off
path.
KEY
o
ELEVATED
STRIP
AND
RUNWAY
MARKER
LIGHTS, CLEAR
ELEVATED
THRESHOLD LIGHTS, GREEN
ROTATING BEACON
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LIGHTING HANDBOOK
Table
13-9
lists
the
minimum
lighting facilities
recommended
for
each
class
of
airport. These recommendations
are
subject
to variation
to
suit
local
conditions which
may
require
less
elaborate
or
more
extensive
treat-
ment.
Table
13-10 gives reference
data
on
airport
lighting
equipment.
Table
13-9.
Airport
Lighting Standards
MINIMUM
RECOMMENDED FACILITIES
Airport
beacon
Identification
(code) beacon*
Boundary and
range
lightsf
Obstruction
lights
Illuminated
wind cone
Runway and
threshold lights
Illuminated
wind
tee
or tetrahedron
Apron
floodlights
Ceiling
projector
and clinometer
Taxiway guidance
lights
Approach
lights
J
AIRPORT
CLASS
I II
III
IV
X
X
X
X
X X
X
X
X X
X
X
X
X
X
X
X
X X
X
X
X
X
X
X
X
X
X X
X
X
*
The
identification
beacon
is required
only
when there is
another
lighted
airport
near
by.
t
Boundary
lights should be
omitted
on
runway-type fields.
t
Approach
lights should
be installed for each instrument-
landing
runway.
Table
13-10.
Reference
Data
on
Airport
Lighting
Equipment
TYPE OF
EQUIP-
MENT AND
USE
LOCATION
TYPE
OF
LAMP
(Incandescent
Filament)
COLOR
INDICATION
MOUNTING
SPAC-
ING
Airport
beacon On or
adjacent
to
500-VVatt*,
30-
or
Alternate
Sufficient height
Used
to
denote
airport
115-
volt, T-20
white
and
for
beam to
airport
location
bulb,
medium
bipost
base;
1,000-watt,
30-
or
115-
volt,
T-
20
bulb, mogul
bipost
base; or
l,500-watt,t
32-
volt. T-24 bulb,
mogul
bipost
base
green flashes
clear surround-
ing
obstructions.
Usually
on top
of
control tower,
building, or
other
structures,
at
least
50
ft
high
Identification
bea- Usually
above
or
500-VVatt,
115-
volt, Green
flashes
Usually
mounted
con
immediately
ad-
PS-40 bulb,
mo-
in
Morse
above airport
Used
to
identify
jacent to
airport
gul
prefocus base
code
beacon on aux-
positively
a par-
beacon
iliary
platform
ticular
point
on
where the
beam
earth's
surface
will clear all
sur-
rounding ob-
structions
Approach
light
On approach
area
200-Watt, 6.6-am-
Red
On
low
base
at
200
ft
(high
intensity).
as extensions of
pere,
PS-30
bulb, ground, or on
Used
to
indicate runway
lights
mogul
prefocus poles
to
estab-
desired
line
of
ap-
for
distance
of
base;
250-
watt,
lish level
grade
proach
to a
land- approximately 20-ampere, T-10
from runway
ing
area 2,000-3,000 ft
bulb, medium
prefocus
base;
or
500-
watt,
115-
volt, T-20
bulb,
medium prefo-
cus base
end or
rising
curve
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Table
13-10
(Continued)
TYPE
OF EQUIP-
MENT
AND USE
LOCATION
TYPE
OF LAMP
(Incandescent
Filament)
COLOR
INDICATION
MOUNTING
SPAC-
ING
Runway
light
(high
10 ft
outside run-
200-Watt,
6.6-am- White
on
full Mounted
on
200 ft
intensity)
.
way
edge
paral-
pere,
PS-30bulb,
length of
ground
or on
a
Used
on
all in-
lel
to
the run-
mogul
prefocus
runway ex- low base with
strument
runways
way,
opposite
base; 250-watt, cept one-
breakable joint
to
indicate
limits
each other and
20-ampere, T-10 half white which
will
give
of
area
available
so
circuited
that
bulb,
medium
and
one-
half
way
if
light
is
for
landing
and a
single
runway
prefocus
base;
yellow struck accident-
take-off.
may
be
delin-
or500-watt,
115-
within
1,500
ally
by
an
air-
eated
as
a
unit
volt,
T-20 bulb, ft of each
plane.
Maxi-
medium
prefo-
end
of
run- mum
extension
cus
base
way 30
in.
above
sur-
face
Threshold
light
(high Across
each
end
of
200-Watt,
6.6-am-
Green Mounted on
(See
lo-
intensity)
runway along
pere
PS-30
bulb,
ground or on
a
cation)
Used
in
conjunc-
line
perpendicu-
mogul
prefocus
low
base
with
a
tion
with and
in
lar
to
runway
base;
250-watt,
breakable
joint
same circuit
as center fine, sym-
20-ampere,
T-10
which
will
give
high-intensity
metrically
bulb, medium
way
if
light
is
runway
light
to
spaced
in
two prefocus base;
accidentally
indicate
usable
groups, one
or500-watt,
115-
struck
by
an air-
limits of
runway
group
on
each
volt, T-20 bulb,
plane.
Maxi-
side
of runway, medium
prefo-
mum
extension
leaving
an
80-ft
cus base
30 in. above sur-
clearance
gap at
face
runway
center
Runway
light
(low
Along
both
edges 40-Watt, 115-volt,
White
on
full
Mounted
semi-
200 ft
intensity).
of runway
pav-
A-21 bulb,
me-
length
of
flush with pave-
Used on
runways
ing,
opposite dium prefocus
runway
ex- ment,
heavy
to
indicate
area each
other
and
base;
or 325-lu-
cept
one-
half
prismatic glass
available
for
land- so
circuited
that
men,
6.6-ampere,
white
and
and
steel
cover.
ing
and take-off.
a
single
runway A-21
bulb, me-
one-half
yel-
Maximum
ex-
may be
deline- dium
prefocus
low
within
tension
4
in.
ated
as
a
unit
base.
1,500
ft of
each
end
of
runway
above
surface
Threshold
light
(low Across each
end
of
100-
Watt,
115-volt,
Green Mounted semi-
(See
lo-
intensity) runway
along
a
A-21
bulb,
me-
flush
with
pave-
cation)
Used
in
conjunc-
line
perpendicu- dium
prefocus
ment,
heavy
tion with and in lar
to
runway base;
or
1,020-
prismatic
glass
same circuit
as center line
and
lumen,
6.6-am-
and
steel cover.
low-intensity
run- at
uniformly
pere, A-21
bulb,
Maximum exten-
way light
to
indi-
spaced
intervals
medium
prefocus
sion
4 in.
above
cate
usable limits
of
50 ft.
On
base
surface
of
runway
runways
less
than
150
ft
wide
spacing
should
be
decreased
to
allow
a
total of
four
to be used
Around
boundary 40-Watt,
115-volt,
White
Normally
on
300 ft
Boundary
light
of
landing
area
A-21
bulb, me-
boundary
cones
Used to outline and
so
circuited
dium
prefocus
limits of
landing
that
entire
land-
base; or 325-lu-
area
ing
area is
de-
lineated
as
a unit
men,
6.6-ampere,
A-21
bulb,
me-
dium
prefocus
base
Across each
end of 100-Watt,
115-volt,
Green
Normally
on
Range light
preferred
land-
A-21
bulb,
me-
cones.
Landing
50
ft
Used on
an
all-
ing
path
in
dium
prefocus
paths
are
coded
Apart
way field
to
indi-
boundary light
base; or
1,020-
by
using
two,
cate
a
preferred circuits
lumen, 6.6-am-
three,
or
more
landing
path
pere,
A-21
bulb,
medium
prefo-
cus
base
lights
across
each
end
of same
pre-
ferred
landing
path
-
7/24/2019 5.4 Aviation and Transport Lighting H3 New
18/18
13-52
I
E
S
LIGHTING
HANDBOOK
Table
13-10
(Continued)
TYPE
OF
EQUIP-
MENT AND
USE
LOCATION
TYPE
OF
LAMP
(Incandescent
Filament)
COLOR
INDICATION
MOUNTING
SPAC-
ING
Obstruction
light On obstructions:
100
Watt,
115-volt,
Red
At
top for heights Not
Used
to
indicate (a) 150
ft
or
more
A-21
bulb,
me-
to
150
ft, with
over
obstructions or
above landing dium
prefocus
additional
light
150
potential
hazards
area
and
within
base; Ill-watt,
for each 150
ft, ft
to
aircraft 2 miles,
(b)
traffic signal,
or
fraction
hori-
within
approach
115-volt,
A-21
thereof,
equally
zon-
or take-off areas
bulb,
medium
spaced. Addi-
tal
and
extending
screw base;
or
tional lights will
spac-
above
a
plane of 1,020-lumen,
6.6-
be
equally
ing
1:40 inclination,
ampere,
A-21
spaced
between
or
(c)
within bulb,
medium
top light and
transitional areas prefocus
base
ground
level
and
extending
above
a
plane of
1:7
inclination
Taxiway light
(low
Along
both
edges 40-Watt,
115-volt,
Blue
Mounted semiflush
200 ft
intensity)
of
taxiway.
A-21
bulb, me- with
pavement,
on
Used
to
delineate On straight sec-
dium
prefocus
heavy
prismatic
straight
taxiway
tions,
opposite
base;
or 325-lu-
glass
and
steel
sec-
Used
on
Taxiway
each other. On men, 6.6-ampere, cover.
Maxi-
tions.
to
indicate
path
short
sections,
A-21
bulb,
me- mum
extension
from
terminal to
curved edges
and
dium prefocus
4
in.
above
sur-
point
of
take-off intersections
so
base
face||
and
from
point
of
positioned
that
landing
to
term- path
of taxiway
inal. is
clearly
indi-
cated.
Taxiway light
(ele- Same as
above
30
or 45-watt,
6.6-
Blue
Mounted on
ground
200 ft
vated)
ampere,
T-10
on
low
base with
on
Same
as
above
bulb,
medium
a
breakable joint
straight
prefocus
base, or
which
will
give
sec-
40-watt,
115-volt,
way if
light
is tions
T-10 bulb, med-
accidentally
ium prefocus
struck
by air-
base.
plane
If
Landing area
or
run-
At
end
of
runway
1,500-Watt,
32-voIt,
White On
pipe
standards
way floodlight
or at
edge of
T-24 bulb,
mogul
or
vaults
in banks
Used
for
general
landing
area bipost
base; or
of
two
or
more
illumination
of
3,000-watt,
32- units
all
on
one
runway
or
landing volt,
T-32
bulb, side or on both
area mogul
bipost
base
sides
of
runway.
Usually
on airport
Apron
floodlight
As
required
and
so
General
lighting
White
buildings
or
on
Used
to
illuminate positioned as
to service lamps
ground
on
flat
surface of
apron
avoid light being
projected
into
pilot's eyes dur-
ing
landing
or
taking off
of
air-
craft
and to
pro-
duce minimum
of
0.5
footcandle
base or pipe
mountings
Wind
sock
On building
roof
General
lighting
White
Mounted on low
Used
to
indicate
or on ground,
service
lamps as
friction
bearings
true
wind direc- where
visible
required, usually
attached
to
pipe
tion
from all
points 100-, 150-, or
200-
standard
to
per-
and
where
wind
watts
mit free rotation
is
not
influenced with the
wind,
by
buildings
or
and
on
hinged
natural obstacles
pole for
ease
of
relarnping
Wind
tee
On
ground
near,
25- Watt, 115-volt,
Green Mounted
on
low
Lamps
Used
to indicate
or
on
edge
of,
A-19 bulb,
me-
friction
bearings
on tee
true ground wind landing areas.
dium-screw base
on
vertical
shaft
spaced
direction
where visible to
permit
free
maxi-
from all
points
rotation with
the
mum
and
where
wind
wind of
1
ft
is
not
influenced
apart
by buildings
or
natural
obstacles