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 BRITISH STANDARD BS 5489-10:
1992
Incorporating
Amendment No. 1

Road lighting —
Part 10: Code of practice for lighting for
motorways
Licensed Copy: Giorgio Cavalieri, ALSTOM, 15-Mar-01, Uncontrolled Copy. © BSI
BS 5489-10:1992

Committees responsible for this

British Standard

The preparation of this British Standard was entrusted by the Electrical

Illumination Standards Policy Committee (LGL/-) to Technical Committee
LGL/23, upon which the following bodies were represented:

Automobile Association
British Lighting Association for the Preparation of Standards (Britlaps)
British Precast Concrete Federation Ltd.

Licensed Copy: Giorgio Cavalieri, ALSTOM, 15-Mar-01, Uncontrolled Copy. © BSI

Chartered Institution of Building Services Engineers
Council for the Protection of Rural England
County Surveyors’ Society
Department of Transport
Institution of Civil Engineering Surveyors
Institution of Civil Engineers
Institution of Electrical Engineers
Institution of Lighting Engineers
Institution of Mechanical Engineers
Lighting Industry Federation Ltd.
Royal Fine Art Commission
Scottish Office (Building Directorate)

This British Standard, having

been prepared under the
direction of the Electrical
Illumination Standards Policy
Committee, was published
under the authority of the
Standards Board and comes
into effect on
15 August 1992

© BSI 12-1998
Amendments issued since publication
First published August 1990
Second edition August 1992 Amd. No. Date Comments

9014 May 1996 Indicated by a sideline in the margin

The following BSI references
relate to the work on this
standard:
Committee reference LGL/23
Draft announced in BSI News
March 1992

ISBN 0 580 20930 X

 BS 5489-10:1992

Contents

Page
Committees responsible Inside front cover
Foreword ii
1 Scope 1
2 Definitions 1
3 Design performance 1
4 Choice of lamps 4
5 Mounting heights and arrangements 4
6 Design considerations 4
Licensed Copy: Giorgio Cavalieri, ALSTOM, 15-Mar-01, Uncontrolled Copy. © BSI

7 Hours of operation 6
Appendix A Procedure for the determination of photometric quantities 7
Figure 1 — Highway cross sections: rural motorways 9
Figure 2 — Highway cross sections: lane widths and carriageway
markings (motorways) 10
Figure 3 — Highway cross sections: urban motorways 11
Figure 4 — Position of calculation points in relation to luminaires and
observer for a dual 3 lane layout with a twin central arrangement 12
Figure 5 — Position of calculation points in relation to luminaires and
observer for a dual 4 lane layout with a twin central arrangement 13
Table 1 — Lighting requirements for motorways 2
Table 2 — r-table for concrete surface 3
Table 3 — Lighting requirements for long crossovers 5
Publication(s) referred to Inside back cover

© BSI 12-1998 i
BS 5489-10:1992

Foreword

This Part of BS 5489 has been prepared under the direction of the Electrical
Illumination Standards Policy Committee and is a new edition of
BS 5489-10:1990 which is withdrawn.
This Part can be applied to all-purpose dual carriageway traffic routes not falling
within the scope of BS 5489-2.
Because the motorist’s driving task is more critical on a motorway, where the
average speed of traffic is greater than on other roads, better lighting is needed
and the effect of related aspects such as visual guidance, route selection and
breaks in the lighting becomes more pronounced.

Licensed Copy: Giorgio Cavalieri, ALSTOM, 15-Mar-01, Uncontrolled Copy. © BSI

This new edition incorporates editorial improvements but it does not reflect a full
review or revision of the standard, which will be undertaken in due course.
A British Standard does not purport to include all the necessary provisions of a
contract. Users of British Standards are responsible for their correct application.
Compliance with a British Standard does not of itself confer immunity
from legal obligations.

Summary of pages
This document comprises a front cover, an inside front cover, pages i and ii,
pages 1 to 14, an inside back cover and a back cover.
This standard has been updated (see copyright date) and may have had
amendments incorporated. This will be indicated in the amendment table on
the inside front cover.

ii © BSI 12-1998
 BS 5489-10:1992

1 Scope 2.8
width of carriageway (Wk)
This Part of BS 5489 gives recommendations for the
lighting of motorways of various widths and can be the sum of widths of traffic lanes (one carriageway
applied to the lighting of all-purpose dual only)
carriageway traffic routes outside the scope of 2.9
BS 5489-2, i.e. dual carriageways where each width of hard shoulder (Whs)
carriageway is in excess of 11 m in width.
width of the surfaced strip adjacent to and abutting
The procedure for determining photometric a carriageway intended for use by vehicles in the
quantities is given in appendix A. event of difficulty or during obstruction of the
Licensed Copy: Giorgio Cavalieri, ALSTOM, 15-Mar-01, Uncontrolled Copy. © BSI

NOTE The titles of the publication s referred to in this standard carriageway

are listed on the inside back cover.
2.10
2 Definitions width of single traffic lane (Wl)
For the purposes of this Part of BS 5489 the the distance between traffic lane markings
definitions given in BS 5225-1, BS 5489-1 and 2.11
BS 5489-2 and in BS 6100-2.4.1 apply, together luminaire
with the following. apparatus which controls the distribution of light
2.1 given by a lamp or lamps and which includes all the
axial median lighting components necessary for fixing and protecting the
a system of lighting in which the luminaires are in a lamps and for connecting them to the supply circuit
single line along the axis of the central reserve, with 2.12
the longitudinal axis of each luminaire parallel to berm
the axis of the road a strip of horizontal ground interrupting a slope or
2.2 at the top or bottom of a slope
conventional lighting
a system in which main carriageway lighting is 3 Design performance
provided by luminaires on single or double arm 3.1 General
columns, with the longitudinal axis of each
Generally the principles laid down in BS 5489-1
luminaire perpendicular to the axis of the road
apply and practices are similar to those given in
2.3 BS 5489-2 but, as the driving task is more critical
floodlighting because the average speed of traffic is higher, better
an area lighting mode in which purpose-designed lighting levels are required. The calculation
luminaires are used procedure for this Part of BS 5489 is given in
appendix A. Exceptions are the long crossovers
2.4 layouts described in 6.1.4.
high mast lighting
3.2 Lighting of the road surface
a system of lighting for large areas in which masts
giving a mounting height of 18 m, or more, carry To be visually satisfactory, the level and uniformity
clusters of high output luminaires of road luminance should be in accordance with the
recommendations of Table 1, which are maintained
2.5 values. Calculations should be based on the initial
junction luminous flux of the lamp with due allowance being
a motorway junction at which either connections made for the lamp flux and luminaire maintenance
with the all-purpose road network, or factors (see 8.2 in BS 5489-2:1992).
interconnections between motorways, are made Generally the design procedure for lighting a new
2.6 road should be based on the actual road surface to be
link road provided. A black-top surface is covered by the term
that part of a motorway providing a motorway to “representative British road surface” CIE type
motorway connection at a junction C2, see CIE Publication No. 66 (1984)1). The
corresponding r-table is given as Table 3
2.7 in BS 5489-2:1992.
slip road NOTE See also appendix A of BS 5489-1:1992.
length of one-way road at a junction that connects
roads usually at different levels

1)
Obtainable in the UK from NIC (GB), Delta House, 222, Balham High Road, London SW12 9BS.

© BSI 12-1998 1
BS 5489-10:1992
Table 1 — Lighting requirements for motorways
Description Maintained Overall Longitudinal
average uniformity ratio uniformity ratio
luminance U0 UL
L
cd/m2
Main carriageway 2.0 0.4 0.7
(traffic lanes)
Slip road 1.5 0.4 0.7
Hard shoulder 0.5 0.4 0.7
NOTE The lighting performance values given are minimum design values including a maintenance factor.
For an example of calculation procedure see appendix A.
For a concrete road surface, its enhanced reflection
properties can be represented by an alternative
r-table, as given in Table 2 of this Part of BS 5489.
This table may be used with advantage for lighting
design calculations. However, for existing concrete
roads the likelihood of a black-top overlay being put
down during structural maintenance, within the
expected life of a lighting system, should be taken
into account.
Surfaces immediately over structures, such as
bridges and viaducts, can be expected to be
restricted to the more flexible black-top in most
cases, whether on new construction or on existing
motorways.
Because the viewing distance for long
crossovers (6.1.4) falls outside the scope of r-tables,
illuminance is used as a design parameter for these
crossovers.
3.3 Limitation of glare
3.3.1 Disability glare
Disability glare, defined and discussed in
BS 5489-1, reduces the contrast between objects
and their background, so that their visibility is
decreased. An object that is just visible (that is at
the threshold of visibility) when there is no
disability glare will, in the presence of disability
glare, merge into the background. The percentage
by which the background luminance has to be
increased to render the object just visible again is
known as the threshold increment (TI). This
provides a notional measure of disability glare from
installations.
The value of the TI depends on the light distribution
from the luminaire between 70° and 90° in elevation
in the vertical plane at which the luminaire is
observed, usually within 10° of azimuth of the
transverse axis of the luminaire. It also depends on
the road luminance, the layout of the luminaires,
the mounting height and the observer position.
2 © BSI 12-1998
Examples
Motorways, link roads at motorway to
motorway interchanges
Single and 2-lane access and exit slip roads
Emergency stopping lane; generally
Licensed Copy: Giorgio Cavalieri, ALSTOM, 15-Mar-01, Uncontrolled Copy. © BSI
stationary vehicles but occasional use as
running lane
3.3.2 Discomfort glare
Control of the TI within the limits recommended
in 3.3.3 will generally ensure that discomfort glare,
defined in BS 5489-1, will be adequately controlled.
3.3.3 Recommended threshold increment
The threshold increment should not exceed 10 %
with the luminaire in a clean state and the lamp
emitting its initial luminous flux, as in this state the
maximum disability glare will be produced.
NOTE Other special requirements may be imposed as
described in BS 5489-1, BS 5489-5, BS 5489-6 and BS 5489-8.
3.4 Visual guidance
The lighting installation should give visual
guidance by revealing the run of the road,
particularly at junctions and bends. This visual
guidance is the aspect of the lighting which
complements the lane and edge of carriageway
markings.
To avoid misleading patterns of luminaires, any
change in lighting system along the motorway
should be visually linked with the road layout.
Unexpected breaks should be avoided, for example,
by continuing lighting for one or two columns past
any overbridges, gantries and large traffic signs,
until drivers using vehicle lights have an
unambiguous view of the road at the end of the
lighting.
NOTE Transition lighting by gradual reduction at the end of lit
sections has been considered but has been shown to be
ineffective.
3.5 Lighting of surroundings
The lighting of the hard shoulder will provide a
sufficiently bright background for revealing objects
viewed towards the outer edge of the carriageway,
but that lighting should be restricted beyond the
hard shoulder.
3.6 Aesthetics
For considerations of lighting in environmentally
sensitive areas, see the principles set out in
BS 5489-1.
 Table 2 — r-table for concrete surface (scaled from CIE/PIARC Table 3.7 b) CIE publication No. 66:1984)a
© BSI 12-1998

b°
tan g
Licensed Copy: Giorgio Cavalieri, ALSTOM, 15-Mar-01, Uncontrolled Copy. © BSI

0 2 5 10 15 20 25 30 35 40 45 60 75 90 105 120 135 150 165 180

0 470 470 470 470 470 470 470 470 470 470 470 470 470 470 470 470 470 470 470 470
0.25 517 511 530 520 530 527 517 510 501 499 497 486 469 446 427 420 426 411 417 401
0.5 541 526 536 533 524 513 500 486 469 453 437 400 380 356 339 339 330 330 324 336
0.75 543 536 540 521 501 477 450 421 393 366 341 311 283 254 250 251 251 241 250 251
1 531 536 531 506 450 396 347 316 293 274 259 217 191 186 179 177 179 184 183 183
1.25 536 533 503 454 379 316 270 237 214 194 179 153 130 133 130 130 126 134 139 139
1.5 506 503 480 387 304 243 200 173 156 139 124 109 96 93 94 94 96 97 101 101
1.75 476 467 431 317 237 184 149 129 107 97 90 76 73 70 70 67 74 73 76 77
2 454 443 380 257 173 129 107 89 77 71 69 57 57 54 54 54 59 59 61 64
2.5 383 374 293 170 103 71 59 51 47 41 37 36 33 34 36 34 37 39 41 40
3 324 310 210 106 60 41 36 33 30 27 26 23 23 24 26 24 27 30 30 33
3.5 277 240 151 67 43 31 24 20 19 17 17 16 14 16 17 19 21 20 21 20
4 240 194 109 49 27 20 19 16 14 14 14 11 11 13 14 13 16 17 16 19
4.5 201 159 77 30 20 16 13 11 11 11 11 10 10 11 11 11 11 14 14 16
5 180 129 61 24 14 11 11 10 9 9 10 9 10 9 9 10 11 11 11 13
5.5 153 113 46 17 11 10 10 10 9 7 — — — — — — — — — —
6 134 93 37 14 10 9 9 9 7 — — — — — — — — — — —
6.5 123 80 30 11 10 9 7 7 — — — — — — — — — — — —
7 111 71 24 10 7 7 7 7 — — — — — — — — — — — —
7.5 100 59 20 10 6 4 6 — — — — — — — — — — — — —
8 90 53 16 7 6 6 6 — — — — — — — — — — — — —
8.5 86 53 14 7 6 6 6 — — — — — — — — — — — — —
9 80 46 13 7 6 4 — — — — — — — — — — — — — —
9.5 76 40 13 6 6 6 — — — — — — — — — — — — — —
10 74 39 10 7 6 4 — — — — — — — — — — — — — —
10.5 64 33 10 6 4 4 — — — — — — — — — — — — — —

BS 5489-10:1992
11 61 31 10 4 4 4 — — — — — — — — — — — — — —
11.5 76 31 10 4 4 — — — — — — — — — — — — — — —
12 60 29 10 6 4 — — — — — — — — — — — — — — —
NOTE Based on standard reflection Table C2 class CII scaled for Q0 = 0.10.
a
Obtainable in the UK from NIC (GB), Delta House, 222, Balham High Road, London SW12 9BS.
3
BS 5489-10:1992
4 Choice of lamps
The preferred sources for luminaires, on grounds of
efficacy and life, are low pressure sodium and high
pressure sodium lamps as described in clause 5 of
BS 5489-2:1992. The use of other sources may be
considered for applications such as floodlighting.
5 Mounting heights and arrangements column mounting limitations on structures and
5.1 Range of mounting heights
5.1.1 A mounting height of 12 m is effective for
motorways with dual-3 or fewer lanes. A mounting
height of 15 m is effective for dual-3 and dual-4
lanes. Greater mounting heights may be considered,
particularly for wider layouts.
5.1.2 A mounting height of 10 m may be used for
slip roads and link roads, to cater for reduced
carriageway width and reduced radius of curvature.
5.2 Lighting arrangements
5.2.1 General
The following paragraphs describe where each
lighting arrangement may be used and some
lighting aspects. Practical installation features are
given in 6.3.
5.2.2 Twin central
This is the most common conventional lighting
arrangement for dual carriageways. It provides
clear visual guidance for the through route at
junctions. It utilizes a high proportion of the
available luminaire flux on the road surface.
5.2.3 Opposite
This arrangement should be considered where
narrow central reserve width, ground conditions or
maintenance access constraints require an
alternative arrangement to the twin central.
However a high proportion of the available
luminaire flux falls on the hardshoulder and the
surrounds.
5.2.4 Single sided
This is used for widely separated carriageway
layouts, curved link roads and slip roads.
5.2.5 Combined twin central and opposite
This is used for wide carriageway layouts and merge
and diverge areas where one type of conventional
lighting arrangement alone is inadequate.
5.2.6 Axial median lighting
This is used to cater for extra road width. The
luminaires have a light distribution with a strong
transverse component and are either:
a) suspended from catenary wires
(catenary lighting); or
4 © BSI 12-1998
b) supported above the central reserve on double
arm columns having brackets in line with the
axis of the motorway.
This is an alternative to conventional lighting for
carriageways of over dual-3 width.
5.2.7 High mast lighting
This is used where carriageway layouts, sight lines,
Licensed Copy: Giorgio Cavalieri, ALSTOM, 15-Mar-01, Uncontrolled Copy. © BSI
environmental factors preclude conventional
lighting. Examples are grade separated junctions
with exceptional features and toll plazas.
5.2.8 Floodlighting
This is used where changing traffic lane layouts,
traffic movements, maintenance access limitations
or environmental considerations preclude other
lighting arrangements. Examples are parts of grade
separated junctions, toll plazas, and in the vicinity
of airfields where the mounting height is restricted.
6 Design considerations
NOTE The factors detailed below are those which affect the
choice of the appropriate lighting arrangement.
6.1 Features of highway layout
6.1.1 Cross section
Full width traffic lanes, continuous hard shoulders
and full width central reserves (see Figure 1
and Figure 2) are provided on motorways designed
to full highway layouts. They are mainly found in
rural areas, and may be described as being to “rural
designs”, but similar design layouts may be found in
urban or built-up areas, when sufficient space has
been made available. The variations are:
a) dual carriageways built to full highway layout
designs;
b) sections wider than dual-3 carriageway and for
sections with wide, curved central reserves;
c) motorways built to restricted designs
(see Figure 2 and Figure 3), as in areas which
may be described as urban or built-up. The
following constraints affect the choice of lighting
arrangement:
1) narrower central reserves and
hardshoulders, the latter not always
continuous;
2) structural constraints on the siting of
lighting columns;
3) tighter curves affecting sight-lines and
hence the siting of safety fences and lighting
columns;
4) restricted opportunities for maintenance
access (see 6.2).

6.1.2 Junctions
For information on lighting at grade-separated
junctions, see BS 5489-5.
6.1.3 Emergency crossing points
These provide vehicular access for police and other
emergency service vehicles, and public access is
prevented by traffic cylinders or more substantial
removable barriers.
Continuity of visual guidance is more important
Licensed Copy: Giorgio Cavalieri, ALSTOM, 15-Mar-01, Uncontrolled Copy. © BSI
than strict maintenance of luminance performance
requirements. Otherwise no special lighting
requirements are identified.
6.1.4 Long crossovers
Long crossovers are installed to provide a temporary
facility for traffic management during extensive
road works, e.g. contra-flow arrangements as
described in 6.2. They comprise one or two lanes
specially delineated, with appropriate speed limits
advised or imposed.
The construction of these crossovers should include
provision for reinstatement of the original lighting
arrangement.
Arrangements for appropriate non-permanent
lighting for the duration of the works only, should be
as follows.
a) On lit lengths, as described in 5.2. The lighting
should conform as far as practicable with any
contiguous lighting as described in 3.4, and
provide the performance values given in Table 3.
b) On unlit lengths. Lighting to provide the
performance values given in Table 3, as
determined by the appropriate Highway
Authority taking into account:
1) the requirements for traffic management
measures;
2) the availability of mains electricity supplies;
3) the provision of local generators;
4) the provision of a permanent power cable
network with its associated feeder pillar;
5) the difficulties of ensuring glare control and
sufficient uniformity from portable floodlights,
unless adequate mounting height, sturdy
mounting and accurate aiming is provided.
© BSI 12-1998
BS 5489-10:1992
Table 3 — Lighting requirements
for long crossovers
Clause Category Maintained minimum
illuminance at any point
on the used surface
lx
6.1.4 a) Lit length 15
6.1.4 b) Unlit length 10
6.2 Maintenance
Considerations of safety and cost constraints are
imposed at the design stage on the choice of lighting
arrangements (see 5.2). These considerations and
constraints are associated with particular means of
access for maintenance and with particular routine
and emergency maintenance operations, and
include the following.
a) The effect of narrow or repeatedly
discontinuous hard shoulders, mainly on existing
motorways to earlier designs, but also on interim
improvements.
b) The needs of contra-flow lane working,
including the use of crossovers, for all types of
highway maintenance work.
c) The adequate protection (by signing,
separation, etc.) of lighting maintenance vehicles
and personnel.
d) The minimizing of delays to traffic.
e) Work on twin central lighting (as 5.2.2) which
requires the diversion of traffic away from the
right hand lane in either one or both
carriageways, depending on the sophistication of
the maintenance vehicles used.
f) Work on opposite lighting (as 5.2.3) which
requires the occupation of the hard shoulder by
maintenance vehicles (rather than a traffic lane)
and where the safe working zone may overlap
into the left hand lane, and so require the
diversion of traffic from that lane.
g) The evolution of maintenance operations with
less restricting effects on other traffic, such as
mobile lane closures with vehicle-mounted signs.
5
BS 5489-10:1992

6.3 Practical installation features
6.3.1 General
Some practical implications and installation
features of the various lighting arrangements
described in 5.2 are listed below.
a) Twin central. This arrangement needs a single
longitudinal cable run and one row of double arm
lighting columns. It may require modifications to
6.3.2 Safety near electricity supply overhead
lines
Safe electrical working clearances are required
during erection, installation, commissioning and
maintenance operations on motorway lighting near
overhead electricity supply conductors. These
clearances may be obtained by the adoption of such
measures as lower mounting height or hinged
columns. Where catenary lighting is used, its

Licensed Copy: Giorgio Cavalieri, ALSTOM, 15-Mar-01, Uncontrolled Copy. © BSI

the central reserve safety fences, with adequate suspension system has to be interrupted at an
provision being made for lateral clearances and overhead line crossing.
for drainage continuity. It needs transverse
NOTE The operator of the line should be consulted regarding
under-carriageway service ducts and safe working clearances.
longitudinal ducts under crossovers and through
6.3.3 Safety near underground services
under-bridges for power supply cables.
b) Opposite. This arrangement needs two Separation should be preserved between lighting
longitudinal cable runs and two rows of single equipment and equipment for motorway
arm lighting columns, with bracket projection communications in verges and central reserves. In
appropriate to the column location. It may many places the space for cables is limited and the
require safety fence protection, depending on the risk that excavations for lighting columns, cable
highway layout. More space is normally available trenches and safety fence posts could disastrously
in the verge for the installation of longitudinal affect the communications systems should be
cables, in trench or in duct, and therefore conflict recognized. Drains and other service ducts should
with other services including drains is also be respected.
minimized.
7 Hours of operation
c) Combined twin central and opposite. This
arrangement needs three spaced rows of lighting Motorway lighting is provided for road safety
columns and three longitudinal runs of cable. reasons and therefore should be in operation during
d) Axial median lighting. This arrangement all the hours of darkness
needs fewer but more substantial columns, (see 11.2 of BS 5489-1:1992).
without brackets, for catenary lighting, but stay
wires may be needed at end columns. Adjustable
suspension systems for luminaires and supply
cables are required. Catenary support spans may
be interrupted at over-bridges and at overhead
line crossings (see 6.3.2.). Lighting columns as
described in item b) of 5.2.6 may be used when
such interruptions occur.
e) High mast lighting. This arrangement involves
access for maintenance (e.g. by powered lowering
of luminaire clusters), foundation design to suit
particular ground conditions, appropriate
electricity supply and control arrangements.

6 © BSI 12-1998

Appendix A Procedure for the
determination of photometric
quantities
A.1 General
The procedures for calculating road luminance and
threshold increment given in this appendix should
be followed to ensure that the results are consistent.
The actual geometry of the road and lantern
Licensed Copy: Giorgio Cavalieri, ALSTOM, 15-Mar-01, Uncontrolled Copy. © BSI
arrangement for the installation should be used.
A.2 Reflection properties of the road surface
Where a calculation for a concrete road surface is
required, the road reflection table given in Table 2
should be used (see 3.1).
A.3 Intensity table
Clause B.3 of BS 5489-2:1992 applies.
A.4 Luminance at a point
Clause B.4 of BS 5489-2:1992 applies.
A.5 Field of calculation for luminance
The field of calculation should be contained within
the area bounded by the transverse lines 60 m
and 160 m ahead of the observer, as this is the area
over which the r-table applies. Within this area the
field of calculation should cover a section between
two luminaires in the same row. Transversely, the
field of calculation should cover the area enclosed by
the lines demarcating the edges of the traffic lanes
and the hard shoulder as shown on Figure 4
and Figure 5.
A.6 Position of calculation points and
observer
A.6.1 Maintained average luminance ( L ) and
overall uniformity ratio (U0).
The calculation points should be evenly spaced in
the field of calculation and located as indicated
on Figure 4 and Figure 5 for each traffic lane and
the hard shoulder.
Longitudinally, the number of calculation points N
should be 10 for the design spacing S being less than
or equal to 50 m. For greater spacings, the smallest
value of N should be chosen to give a distance
between points that is equal to or less than 5 m.
© BSI 12-1998
BS 5489-10:1992
Transversely, for the traffic lanes 5 points should be
taken spaced W1/5 m apart (where W1 is the width
of the lane), the boundary points being spaced
W1/10 m from the edge of the field of calculation. For
the hardshoulder 5 points should be taken
transversely, spaced Whs/5 m apart (where Whs is
the width of the hard shoulder), the boundary points
being spaced Whs/10 m from the edge of the field of
calculation.
In all installations the observer’s distance towards
the centre of the road should be Wk/4 m from the
nearside edge of the left hand lane, where Wk is the
sum of the widths of all the individual traffic
lanes W1. (See Figure 1, Figure 2 and Figure 3.)
A.6.2 Longitudinal uniformity ratio (UL)
The hard shoulder and each traffic lane should be
considered in turn. A single row of calculation points
should be evenly spaced along the centre line of the
hard shoulder or traffic lane being considered, the
number of points longitudinally (N) and the spacing
between them being equal to those used for the
calculation of average luminance and overall
uniformity ratio (see A.6.1).
The observer’s position should be in line with the
row of calculation points.
A.7 Number of luminaires included in the
calculation
This is limited by the extent of the r-table. Any
points on the road lying outside this area can be
regarded as having zero luminance. The calculation
should take account of all the luminaires which
make a contribution, e.g. on a twin central
arrangement, both luminaires on each column
should be included.
A.8 Determination of photometric quantities
A.8.1 Maintained average luminance of traffic
lanes
The average luminance of the traffic lanes is
calculated from all the values at the specified points
over the sum of all lane widths Wk, multiplied by the
maintenance factor.
A.8.2 Overall uniformity ratio of traffic lanes
The overall uniformity is calculated as the ratio of
the minimum calculated luminance to the average
luminance over all the traffic lanes together
(i.e. over Wk).
7
BS 5489-10:1992

A.8.3 Longitudinal uniformity ratio A.8.5 Maintained average luminance of the

The longitudinal uniformity ratio is calculated for
each traffic lane and is the ratio of the minimum to
maximum luminance value calculated along the
centre line of each lane, for an observer on that
centre line.
A.8.4 Threshold increment
Threshold increment is calculated from the
hard shoulder
The average luminance of the hard shoulder is
calculated from all the values at the specified points
over width Whs multiplied by the maintenance
factor MF.
A.8.6 Overall uniformity ratio of the hard
shoulder

Licensed Copy: Giorgio Cavalieri, ALSTOM, 15-Mar-01, Uncontrolled Copy. © BSI

following equation: The overall uniformity is calculated as the ratio of
650 × E the minimum calculated luminance to the average
TI = ------------------------------------------- over the hard shoulder.
0.8 2
( L § MF ) × u
A.8.7 Longitudinal uniformity ratio of the hard
where shoulder
E is the total illuminance (in lux per 1 000 lamp This is calculated as the ratio of the minimum to
lumens) produced by clean luminaires on a plane maximum luminance values calculated along the
normal to the line of sight and at the height of centre line of the hard shoulder, with the observer
the observer’s eye; positioned on that centre line and at 60 m in front of
NOTE The observer, at an eye height of 1.5 m above road the field of calculation.
level, is positioned laterally Wk/4 m (where Wk is the width of
the main cariageway) from the nearside carriageway edge and
longitudinally at a distance in metres of 2.75 (H – 1.5), where
H is the mounting height (in m), from the first luminaire or
luminaires. The line of sight of the observer is 1° below the
horizontal and in a vertical plane parallel to the road axis.
u is the angular displacement in degrees between
the line of sight and the centre of each luminaire
(see Figure 17 of BS 5489-2:1992).
NOTE This equation is valid for values of u between 1.5°
and 60° only.
L is the maintained average luminance obtained
in A.8.1.
MF is the maintenance factor as defined in 2.27
of BS 5489-1:1992.
E is summed for the first luminaire and luminaires
beyond, up to a distance of 500 m. The summation is
stopped when a luminaire gives a contribution
which is less than 2 % of the total from the
preceding luminaires in the row.

8 © BSI 12-1998
 © BSI 12-1998
Licensed Copy: Giorgio Cavalieri, ALSTOM, 15-Mar-01, Uncontrolled Copy. © BSI

BS 5489-10:1992
Figure 1 — Highway cross sections: rural motorways
(Drawing No. A1 taken from Department of Transport “Highway Construction Details” published by HMSO December 1987.)
9
10

BS 5489-10:1992
Licensed Copy: Giorgio Cavalieri, ALSTOM, 15-Mar-01, Uncontrolled Copy. © BSI
Figure 2 — Highway cross sections: lane widths and carriageway markings (motorways)
(Drawing No. A11 taken from Department of Transport “Highway Construction Details” published by HMSO December 1987.)
© BSI 12-1998
 © BSI 12-1998
Licensed Copy: Giorgio Cavalieri, ALSTOM, 15-Mar-01, Uncontrolled Copy. © BSI

Figure 3 — Highway cross sections: urban motorways (up to 85 km/h design speed)
(Drawing No. A2 taken from Department of Transport “Highway Construction Details” published by HMSO December 1987.)

BS 5489-10:1992
11
BS 5489-10:1992

Licensed Copy: Giorgio Cavalieri, ALSTOM, 15-Mar-01, Uncontrolled Copy. © BSI

Figure 4 — Position of calculation points in relation to luminaires and observer for a dual-3
lane layout with a twin central arrangement

12 © BSI 12-1998
Licensed Copy: Giorgio Cavalieri, ALSTOM, 15-Mar-01, Uncontrolled Copy. © BSI BS 5489-10:1992

Figure 5 — Position of calculation points in relation to luminaires and observer for a dual-4
lane layout with a twin central arrangement

© BSI 12-1998 13
Licensed Copy: Giorgio Cavalieri, ALSTOM, 15-Mar-01, Uncontrolled Copy. © BSI

blank
14
 BS 5489-10:1992

Publication(s) referred to

BS 4533, Luminaires.
BS 5225, Photometric data for luminaires.
BS 5225-1, Photometric measurements.
BS 5489, Road lighting.
BS 5489-1, Guide to the general principles.
BS 5489-2, Lighting for traffic routes.
BS 5489-5, Lighting for grade-separated junctions.
BS 5489-6, Lighting for bridges and elevated roads.
Licensed Copy: Giorgio Cavalieri, ALSTOM, 15-Mar-01, Uncontrolled Copy. © BSI

BS 5489-8, Lighting for roads near aerodromes, railways, docks and navigable waterways.
BS 6100, Glossary of building and civil engineering terms.
BS 6100-2.4.1, Highway engineering.
CIE Publication No. 66 (1984) Joint technical report CIE/PIARC — Road surfaces and lighting
IAU/CIE Publication No. 1 (1980) Guidelines for minimizing urban sky glow near astronomical
observatories.

© BSI 12-1998
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