5.4 Aviation and Transport Lighting H3 New

7/24/2019 5.4 Aviation and Transport Lighting H3 New

1/18

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


2/18

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.


3/18

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.


4/18

13-38

I

E

S

LIGHTING

HANDBOOK

FIG.

13-31.

Typical street-lighting

installations.


5/18

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.


6/18

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


7/18

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)


8/18

13-42

I

E

S

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.


9/18

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.


10/18

13-44

I

E

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.)


11/18

a

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.


12/18

13-46

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.


13/18

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-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


14/18

13-48

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.


15/18

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

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

-


16/18

13-50

I

E

S

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


17/18

TRANSPORTATION

LIGHTING

13-51

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


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

5.4 Aviation and Transport Lighting H3 New

Documents

Transcript of 5.4 Aviation and Transport Lighting H3 New