MAS-ELC-005-Airfield Operations Aeronautical Ground Lighting

MAS-ELC-005
APAM Operations - Airfield

Aeronautical Ground Lighting Standard
Melbourne Airport Aeronautical Ground Lighting Standard 1

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Contents
1. Purpose ............................................................................................................................ 5
2. Scope................................................................................................................................ 5
3. Definitions........................................................................................................................ 7
4. Standard Statement ........................................................................................................10
4.1 General ..................................................................................................................10
4.2 Prominent Standards .............................................................................................10
4.2.1 FAA Advisory Circulars:.................................................................................10
4.2.2 Implementation Standards ...........................................................................10
4.2.3 Lighting Systems ..........................................................................................10
4.2.4 Australian Standards ....................................................................................10
5. Aeronautical Ground Lighting..........................................................................................11
5.1 Airfield Lighting Equipment Room (ALER) ...............................................................11
5.2 Power Transfer Time ..............................................................................................12
5.3 Constant Current Regulators (CCRs) .......................................................................12
5.4 Interleaving of AGL Electrical Circuits .....................................................................13
5.5 Installation of AGL Cables.......................................................................................14
5.6 Approach Lighting ..................................................................................................14
5.7 PAPI .......................................................................................................................15
5.8 Illuminated Wind Directional Indicator (IWDI) ........................................................15
5.9 Runway Centreline Lights .......................................................................................16
5.10 Touchdown Zone Lighting (TDZ) .............................................................................16
5.11 Runway Edge Lighting ............................................................................................16
5.12 Runway Threshold and Runway End Lights .............................................................17
5.13 Taxiway Edge Lighting ............................................................................................17
5.14 Taxiway Centreline Lights .......................................................................................17
5.15 Runway Guard Light ...............................................................................................18
5.16 Stop Bar .................................................................................................................18
5.17 Site Environmental Conditions ...............................................................................19
5.18 Electrical Hand Over Items .....................................................................................20
5.18.1 Equipment Operating and Maintenance Manuals .........................................20
5.18.2 Training ........................................................................................................21
5.18.3 Spare Equipment..........................................................................................22
5.18.4 Specialty Installation Tools or Jigs .................................................................22
5.19 Road Holding Position Lights ..................................................................................22
5.20 Intermediate Holding Position Lights ......................................................................22
5.21 Series Isolation Transformer (SIT) ...........................................................................23
5.22 AGL Primary Cable Pits ...........................................................................................23
5.23 General ..................................................................................................................23
5.23.1 Installation of Primary Cable Pits ..................................................................24
5.23.2 Primary Cable Pit Bracket and Bucket ...........................................................24
5.24 Conduits ................................................................................................................25

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5.24.1 General ........................................................................................................25

5.24.2 Installation of Conduits ................................................................................25
5.24.3 Laying of Conduits ........................................................................................25
5.24.4 Encasement of Conduits ...............................................................................26
5.24.5 Conduit Entry into Pits .................................................................................26
5.24.6 Checking of Conduits ....................................................................................26
5.24.7 Draw Ropes ..................................................................................................26
5.24.8 Depth of Cover of Conduits ..........................................................................26
5.25 Trenching ...............................................................................................................27
5.25.1 Excavation....................................................................................................27
5.25.2 Backfilling.....................................................................................................27
5.25.3 Conduit and Cable Markers ..........................................................................28
5.25.4 Protection of Conduit Banks .........................................................................28
5.25.5 Testing and Acceptance of Conduit Banks ....................................................28
5.26 Primary Cable ........................................................................................................28
5.26.1 Primary Cable General..................................................................................28
5.26.2 Primary Cable Specification ..........................................................................30
5.26.3 Primary Cable Plug and Receptacle...............................................................30
5.26.4 Installation of Primary Cable ........................................................................30
5.27 Secondary Cable ....................................................................................................31
5.27.1 Secondary Cable General .............................................................................31
5.27.2 Secondary Cable Plug and Receptacle...........................................................32
5.27.3 Installation of Secondary Cable in Pavement ................................................32
5.28 Underground Services ............................................................................................33
5.28.1 General ........................................................................................................33
5.28.2 Approvals .....................................................................................................33
5.28.3 Exposing of Existing Services ........................................................................34
5.28.4 Existing Services not to be Exposed ..............................................................34
5.29 Boring Works .........................................................................................................34
5.30 Labels and Markers ................................................................................................34
5.31 Cans for Ground Lights ...........................................................................................35
5.32 Installation .............................................................................................................35
5.33 Junction Cans .........................................................................................................35
5.34 As Constructed Drawing .........................................................................................35
5.35 Asset Register Data Requirement ...........................................................................36
5.36 Melbourne Airport Approved Equipment List .........................................................37
6. Legal & Standard Framework ..........................................................................................39
6.1 Liability ..................................................................................................................39
6.2 Standards Disclaimer..............................................................................................39
6.3 Standards Disclosure and Copyright Notice ............................................................39
7. Implementation ..............................................................................................................40
7.1 Roles & Responsibilities .........................................................................................40
7.2 Support and Advice ................................................................................................40

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7.3 Communication .....................................................................................................40

7.4 Procedures and Forms ...........................................................................................40
7.5 Procedures.............................................................................................................40
7.5.1 Excavation Permit ........................................................................................41
7.5.2 Hot Works Permit.........................................................................................41
7.5.3 Ceiling Tile Permit ........................................................................................41
7.5.4 Ceiling Space Access Permit .........................................................................42
7.5.5 Roof Access Permit.......................................................................................42
7.5.6 Tunnel Access Permit ...................................................................................42
7.5.7 Plant Room Permit .......................................................................................42
7.5.8 Terminal Services Building (TSB) Permit........................................................42
7.5.9 Asbestos Registry .........................................................................................43
7.5.10 Isolation of Fire Panels .................................................................................43
7.6 Template ...............................................................................................................43
7.7 Guidelines ..............................................................................................................43
8. Review ............................................................................................................................44
9. Document Control ...........................................................................................................44

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1. Purpose
The purpose of this document is to detail Australia Pacific Airports Melbourne (APAM) standards,
specifications, and expectations Aeronautical Ground Lighting system design, and Aeronautical Ground
Lighting works to be constructed on APAM territory. This document does not negate the
consultants/designers specifications, but is intended to complement them. Therefore, the
consultants/designers and the installing contractors are required to allow for this document when
quoting, designing, installing and commissioning a project.
The purpose of this Aeronautical Ground Lighting Standard is to define the installation standard for
extension, upgrade and new Aeronautical Ground Lighting (AGL) system at Melbourne Airport.
2. Scope
This Standard applies to runway lighting, approach lighting, taxiway lighting, PAPI, primary cable,
secondary cable, circuit arrangement, pit and duct system for aeronautical ground lighting system,
illuminated wind direction indicator (IWID), series isolation transformer (SIT) and associated SIT pits,
constant current regulator (CCR) and aeronautical ground lighting control system at Melbourne Airport.
This standard applies to all Aeronautical Ground Lighting within APAM, and is to provide the internal and
external services providers including consultants, planners, designers, Project Managers and all
contractors with a reference to APAM Aeronautical Ground Lighting standards and requirements.
Any consultant/designers or other person utilising this Standard shall not specify in any design, report,
statement or activity that such document is “as per APAM standards”. Rather the APAM standards should
be reflected in the design information and identified accordingly. The information contained within this
document shall not negate fulfilling the requirements of any regulatory or Australian Standards
requirements. The user is encouraged to refer to meeting the regulatory requirements of relevant
Australian Standards and/or other regulatory requirements.
This standard details the performance and design criteria for the Aeronautical Ground Lighting. All
Aeronautical Ground Lighting designs for APAM shall comply with this standard. Where it is not possible
to meet with the requirements of this standard, advice is to be sought from APAM Operations, Airfield
Department.
This standard should be read in conjunction with other APAM standards, CASA, architectural, structural,
civil, and other building services documents, all guidelines documents referred within and to any other
relevant document deemed necessary.
APAM may have some site specific design requirements which apply in addition to those in this standard.
This standard draws attention to the unique requirements of Aeronautical Ground Lighting to meet the
APAM performance expectations of all electrical assets.
The scope of works under this standard consists of furnishing all labour, supervision, design, materials and
equipment necessary to complete, test and commission the installation.

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It is the responsibility of the consultant/designer and contractor to cover the below items and to ensure
minimum interruptions to APAM’s Aeronautical Ground Lighting network during installation and
commissioning.
• Understanding of existing Aeronautical Ground Lighting infrastructure within the vicinity of the
works
• Submission of acceptable Safe Work Method Statement (SWMS) and proposed new loads to be
carried out to APAM Aeronautical Ground Lighting
• Survey of existing above ground and underground HV and LV infrastructure and other APAM
services within the vicinity of the works. Underground services check is to be carried out by APAM
approved contractor.
• Provision of underground HD UPVC conduits beneath existing and new
driveways/Apron/Runways/Taxiways/pavements/roads
• Provision of underground HD UPVC conduits for the fibre optic SCADA cable installation
• Provision of HV cable termination kits, suitable for outdoor installations, and termination of all HV
and LV cabling
• Provision of draw wires in all spare under-ground conduits
• Provision for spare HV conduit (no less than 180mm diameter) when boring under road, relevant
Surveyor, notified, shall be depicted on the as-built drawings and capped off appropriately
• Provision of a key interlocking system, including key exchange boxes as per requirements
• Provision of traffolyte labels
• Certificate of electrical safety for the works provided under the contract
• Provide on-site training to APAM operators
• Remove redundant equipments
• Provision of Mechanical services (e.g. HVAC) if required – confirm with APAM
• Provision of Generator if required – confirm with APAM
• Defects liability period from the date of practical completion, including warranty on the
equipment supplied and site installation.
• Provision of redundancy (N+1) – confirm with APAM.
• Provision of a combined earthing system for all installations.

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3. Definitions
Airservices Australia (AsA): A government organisation that manages the air traffic movements in and out of
Melbourne Airport. AsA owns and operates some of the navigational aids at Melbourne Airport.
Airfield Lighting Equipment Room (ALER): A building to house the aeronautical ground lighting power control
equipment, aeronautical ground lights remote monitoring and control system equipment and remote
communication system. An ALER can be collocated with the incoming power supply rooms housing the HV/LV
transformer and 415V main switchboard.
Approach Lighting: Lighting system to provide visual guidance to the pilot to approach and align with the centreline
of the runway during final approach. Sequenced strobe approach lighting, where required is intended to provide
additional visual guidance of the location of the runway, the flashing lights are generally collocated with the
approach lighting system.
Barrette: Three (3) or more aeronautical ground lights closely spaced in a transverse line so that form a distance
they appear as a short bar of lights.
Constant Current Regulator (CCR): A device to provide constant current to the aeronautical ground lighting primary
circuits to maintain constant voltage at the lights. The constant current regulators are located in an ALER to supply
the ground lights.
Displaced Threshold: A threshold not located at the extremity of a runway.
Instrument Runways: One of the following types of runway intended for the operation of aircraft using instrument
approach procedures:
a) Non-precision approach runway. An instrument runway served by visual aids and a non-visual aid providing
at least directional guidance adequate for a straight-in approach.
b) Precision approach runway, Category I. an instrument runway served by ILS and /or MLS and visual aids
intended for operations with a decision height not lower than 60m and either a visibility not less than 800m
or a runway visual range not less than 550m.
c) Precision approach runway, Category II. An instrument runway served by ILS and /or MLS and visual aids
intended for operations with a decision height lower than 60m but not lower than 30m and a runway visual
range not less than 350m.
d) Precision approach runway, Category III. An instrument runway served by ILS and /or MLS to and along the
surface of the runway and:
A - Intended for operations with a decision height lower than 30m, or no decision height and a
runway visual range not less than 175m.
B - Intended for operations with a decision height lower than 15m, or no decision height and a
runway visual range less than 175m but not less than 50m.
C – Intended for operations with no decision height and no runway visual range limitations.
The above is to be confirmed in MOS. 139.
Intermediate Holding Position: A designated position intended for traffic control at which taxiing aircraft and
vehicles shall stop and hold until further cleared to proceed, when so instructed by the aerodrome control tower.
Illuminated Wind Directional Indicator (IWDI): Lighting system intended to provide visual guidance of wind
direction at night by means of a cone shaped fabric illuminated by external lighting system.
Manoeuvring Area: That part of an aerodrome to be used for the take-off, landing and taxiing of aircraft, excluding
aprons.

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Movement Area: That part of an aerodrome to be used for the take-off, landing and taxiing of aircraft, consisting of
the manoeuvring area and aprons.
Precision Approach Path Indicator (PAPI): Lighting system intended to provide approaching slope guidance during
final approach of aircraft. PAPI to be provided on both sides of the runway or left hand side if it is not practical to
provide on both sides.
Road Holding Position: A designated position at which vehicles may be required to hold.
Runway Guard Light: A light system intended to caution pilots or vehicle driver that they are about to enter an
active runway. The runway guard lights are a pair of yellow flashing lights on both sides of the runway holding
positions and in line with the stop bar lights if provided.
Runway Holding Position: A designated position intended to protect a runway, an obstacle limitation surface, or an
ILS/MLS critical / sensitive area at which taxiing aircraft and vehicles shall stop and hold, unless otherwise authorised
by the aerodrome control tower.
Runway Lighting: Lighting system intended to provide visual guidance for take-off and landing purpose. Runway
lighting includes runway centreline lights, runway edge lights, circling guidance lights, touch down zone lights,
threshold lights, runway end lights, threshold location lights and turning pad lights.
Runway Strip: A defined area including the runway and stopway, if provided, intended
a) To reduce the risk of damage to aircraft running off a runway; and
b) To protect aircraft flying over it during the take-off or landing operations
Runway Visual Range (RVR): The range over which the pilot of an aircraft on the centreline of a runway can see the
runway surface markings or the lights delineating the runway or identifying its centreline.
Series Isolation Transformer (SIT): A device intended to provide safety isolation of primary high voltage supply to
the ground lights.
SIT Pits: An in-ground pit housing the SITs for the ground lights, the primary cable enters and exits the SIT pits after
connecting to the SIT and the secondary cable exits the SIT pits and connects to the ground lights in conduits/ducts
and pavement cable slots or concrete pavement joints.
Shoulder: An area adjacent to the edge of a pavement so prepared as to provide a transition between the pavement
and the adjacent surface.
Stop Bar Lights: The stop bar lights are uni-directional red inset lights positioned perpendicular to the centreline of
the taxiway and viewed from direction of approach of the taxiing aircraft across the entire width of the taxiway.
Where required, one elevated pair of uni-directional red lights at both sides of the stop bar are installed to provide
additional visual guidance when the aircraft is taxiing too close to the stop bars and visually obscured by the aircraft
nose or lateral view from the cockpit side window.
Switch-over Time: The time required for the actual intensity of a light measured in a given direction to fall from 50%
and recover to 50% during a power supply changeover, when the light is being operated intensities of 25% or above.
Taxiway: A defined path on a land aerodrome established for the taxiing of aircraft and intended to provide a link
between one part of the aerodrome and another, including:
a) Aircraft stand taxilane – a portion of an apron designated as a taxiway and intended to provide access to
aircraft stands only.
b) Apron taxiway – a portion of a taxiway system located on an apron and intended to provide a through taxi
route across the apron.

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c) Rapid Exit taxiway – a taxiway connected to a runway at an acute angle an designed to allow landing
aeroplanes to turn off at higher speeds than are achieved on other exit taxiways thereby minimising runway
occupancy times.
Taxiway Lighting: Lighting system on taxiways intended to provide visual guidance during night time or low visibility
operation. Taxiway lighting includes taxiway centreline lights, taxiway edge lights, apron edge lights, taxiway
intersection lights, vehicle holding position lights, stop bars, runway guard lights, lead off and lead on lights on the
runway or taxiway.
Rapid Exit Taxiway indicator lights are intended to provide “distance to go” information to the nearest rapid exit
taxiway on the runway.
Taxiway Intersection: A junction of two (2) or more taxiways.
Taxiway Intersection Lights: Lighting system intended to be viewed by the approaching aircraft as indication that
the aircraft is approaching a taxiway intersection.
Taxiway Strip: An area including a taxiway intended to protect an aircraft operating on the taxiway and to reduce
the risk of damage to an aircraft accidentally running off the taxiway.
Threshold: The beginning of that portion of the runway usable for landing.
Touchdown Zone: The portion of a runway, beyond the threshold where it is intended landing aircraft first contact
the runway.

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4. Standard Statement
4.1 General
The technical design of all AGL at Melbourne Airport shall comply with CASA MOS 139.
4.2 Prominent Standards
4.2.1 FAA Advisory Circulars:

• AC 150/5345-7E Specification for L-824 Underground Electrical Cable for Airport Lighting Circuits
• AC 150/5345-26D Specification for L-823, Plug and Receptacle, Cable Connectors
• AC 150/5345-42F Specification for Airport Light bases, transformer housings, junction boxes and
accessories
• Department of Transport Standard YSVE4005 issue 2, V5-2842 Secondary Cable.
4.2.2 Implementation Standards

• Civil Aviation Safety Authority (CASA):
• CASA Part 139 Manual of Standards – Aerodromes (MOS 139) latest edition
• Advisory Circular Advisory Circular AC 139-04(0) - Commissioning of Aerodrome
4.2.3 Lighting Systems

International Standards:
• ICAO: Annex 14 Aerodromes Volume 1 Aerodrome Design and Operation
4.2.4 Australian Standards

• Relevant Australian Standards
• AS/NZS 3000 Wiring Rules

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5. Aeronautical Ground Lighting
5.1 Airfield Lighting Equipment Room (ALER)
An ALER is a building to house the airfield ground lighting power control equipment, airfield ground lights
remote monitoring and control system equipment and remote communication system. Where the
incoming supply is a high voltage supply (i.e. greater than 415V), a step down 22kV/415V transformer is
required to provide low voltage power supply to the ALER. A backup generator of suitable rating to
support the operation of the airfield ground lighting and associated control system is required. Automatic
changeover between the mains supply and generator, and back to mains supply with synchronising
capability is required. The transformer, external to the building and generator must be located in separate
rooms with two (2) hours fire rated separation to improve availability and reliability of the power supply
to the ALER. The main switchboard supplying the CCRs can be located in the same room.
Adequate earthing and bonding of the ALER building and equipment is to be provided to ensure excessive
fault current during fault conditions does not cause damage to the equipment and safety of the
maintenance team working in the ALER as per Australian Standards.
The location of the ALER and associated transformer and generator rooms must be located above the
Q100 flood level and below the Obstacle Limitation Surface. Paved road access to the ALER is required at
all weather conditions with minimal conflict with aircraft traffic.
It is preferable to have two (2) ALERs per runway to provide redundancy of circuitry and improved
reliability and availability of the airfield lighting system. The two (2) ALERs are to be located at each end of
the runway with easy access and minimal conflict with aircraft traffic.
Building services provision for ALER including the following is required:
• Building main distribution boards and main switchboard to have 20% spare space and capacity.
• Internal and external lighting
• Building lightning protection system
• Building fire detection and alarm system including Fire Indicator Panel with remote monitoring
capability. VESDA fire detection system is to be 0.
• Building fire protection system or gas suppression system
• Building air conditioning system with suitable redundancy.
• Building earthing systems including separate earth systems for electrical, communications and
lightning protection system
• Appropriate building amenities to support Melbourne Airport staffing requirements
• IT data and optic fibre infrastructure to support the ASP Safegate Control hardware and other
associated applications
• External undercover shelter to park service vehicle and offload any equipment
• Eyewash/emergency shower
Cable trench connecting with the incoming power supply and distribution outgoing circuits via external pit
and duct system for the reticulation of AGL circuits is required.

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5.2 Power Transfer Time
The primary and secondary backup power sources must be made available within the permitted time as
shown in Table 4-1 Secondary Power Supply Requirements for Visual Aids.
Runway Classification Visual Aids Requiring Power Maximum Switchover Time
Precision approach CAT I Approach lighting 15 seconds

Runway edge 15 seconds
Runway threshold 15 seconds
Runway end 15 seconds
Runway centreline 15 seconds
Essential taxiway 15 seconds
Obstacle 15 seconds
Precision approach CAT II Approach lighting 1 second
and III Runway edge 15 seconds
Runway threshold 1 second
Runway end 1 second
Runway centreline 1 second
Runway touchdown zone 1 second
Essential taxiway 15 second
Stop bars at runway entrances 1 second
Other stop bars on taxiways 1 second
Obstacle 15 seconds
Table 4-1 Secondary Power Supply Requirements for Visual Aids
5.3 Constant Current Regulators (CCRs)
In order to provide the AGL operational luminous intensity, the CCRs should have a range of output
current steps in accordance with MOS requirements. The CCR should maintain the required constant
current output regardless of variations of the AGL constant current series circuit load and be capable of a
luminous intensity change without interruption of the output current.
The calculated AGL constant current series circuit load including losses must not exceed the CCR rating, as
a principle, 20% spare capacity is to be allowed in the provision of new CCRs. The CCR must be matched to
the constant current series circuit load by selection of the appropriate output load tap to provide the
required power efficiency and power.
Independent input and output disconnecting devices should be provided that removes any power to the
CCR and to the primary series circuit. An appropriate method of preventing the re-energising of the CCR
or primary series circuit should be provided. The design features of this requirement should consider the
following safety aspects:
a) Assurance of no voltage or current in the CCR or primary series circuit;

b) Mechanical disablement e.g. key switch mechanisms, padlock etc.
c) An indication of the disconnection
The CCR output disconnecting device should short the input of the primary series circuit. As an extra
precaution against induced currents in the primary series circuit the conductors may be earthed. The
disconnected output terminals of the CCR may also be shorted together and earthed.

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The CCR should incorporate output circuit protection that disconnects the power to the primary series
circuit in the event of an open circuit occurring. The protection device should not operate during normal
switching operations.
The CCR should incorporate output open overcurrent protection that disconnects the power to the
primary series circuit in the event of an overcurrent occurring in order to prevent damage to the
equipment.
After the cause of the operation of the protective device has been identified and any fault is cleared, the
protective device should be reset locally. Remote setting of protective devices is not permitted.
The Consultant/Contractor shall only specify the CCRs that are approved on the Melbourne Airport
Airfield Approved Lighting Equipment list. Should the Consultant/Contractor wish to propose an
alternative product, they will be required to submit written evidence that the proposed CCR is fully
compliant and compatible with the Safegate ASP Control system and other Melbourne Airport and
Airservices Australia infrastructure.
CCRs shall not be negatively affected when supplied by generator power (i.e. visual pulsing of light).
5.4 Interleaving of AGL Electrical Circuits
In order to improve availability of the airfield lighting circuit, the configuration of the electrical circuits of
the AGL system should be such that the failure of a single circuit will not cause a total lack of guidance.
This can be achieved by arranging adjacent lamps to be circuited from different CCRs and if it is possible
from different power source. As a minimum, the following lighting system must be provided with a
minimum of two (2) separated interleaved circuits for each of the following systems:
• Approach lighting
• Runway edge
• Threshold and end lighting
• Runway centreline lighting
• Touchdown zone lighting
• Each stop bar
• Taxiway centreline lights
• Taxiway lead off lights
• Taxiway lead on lights
• PAPI lamps
Stop-bars and associated taxiway lead-on lighting should be on separate circuits so that a loss of one of
these facilities will not affect the serviceability of the other. In addition the stop-bar and lead-on lighting
circuits should be interlocked so that the stop-bar and lead-on lighting cannot be illuminated
simultaneously. The design of the interlocked stop-bar and lead-on lighting should be such that a failure
of the stop-bar circuit cannot cause the lead-on lighting to illuminate.
Where stop-bars and taxiway centreline lighting are interlocked to provide block switching and
verification of the stop-bar selection is provided, stop-bars at intermediate taxi-holding positions need
not be interleaved.
Stop-bars at runway holding points should consist of two (2) separate interleaved circuits.
Where interleaved circuits are provided, alternate lights should normally be connected to the same
circuit. However, care must be taken in the design of interleaved circuits to ensure that in the event of the
failure of one or more circuits, a recognisable pattern and any colour coding is maintained.
Approach slope indicator installations should be limited to two (2) circuits per runway end.

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Interleaving criterion is applicable where individual or addressable AGL switching is installed.
5.5 Installation of AGL Cables
Primary series circuit cabling should be installed in a dedicated pit and duct system originating from the
ALER to the SIT pits in the field or directly to the SIT in the deep base cans if they are used. The maximum
number of cables in a conduit is such that the total area of the cables must not exceed 40% of the overall
area of the conduit. A minimum 750mm depth of cover for the primary series cables is required.
Secondary cable should be installed in conduit between the SIT or direct buried in existing concrete
pavement joints or within the deep base cans.
The primary series circuit shall be subjected to a high voltage insulation test and withstand a d.c. test
voltage of 1.5 times the maximum circuit rating applied between the primary series circuit and earth for
at least five (5) minutes. The maximum circuit rating should include the insulation rating of the cables,
connectors and AGL series transformers. The CCR and lightning arresters should not be connected when
carrying out the test. Wherever possible, these tests should be performed when the ground is thoroughly
wet, since tests may pass during dry weather but fail after a heavy rainfall event. An air gap of at least
100mm should exist between bare conductors and earth. The insulation at each end of the cable and the
cable sheath for a distance of at least 300mm from the end of the cable should be clean and dry.
The insulation leakage current in microamperes for each complete primary series circuit should be
measured at the same time as the high voltage tests and must not exceed a calculated value based on the
following basis:
a) 2uA for each AGL series transformer;

b) 1uA for each 100m of cable (this value incudes allowance for a nominal number of connectors
and splices)
A temperature compensation factor should be incorporated in the calculation. The values given above are
for an ambient temperature of 20oC. For an increase in temperature of 10oC, the leakage current will
double. If the leakage current exceeds the value calculated, the circuit must be sectionalised and the tests
repeated for each section. Defective elements shall be located and repaired, or replaced until the entire
circuit meets the required criteria. Ambient temperature and weather conditions shall be recorded at the
time of each test.
Minimum requirement for primary cable is 5kV 6mm2 and secondary cable is 600V 4mm2.
All cables must be labelled at each cable end, joint and connection with appropriate, indelible and secure
identification mark.
5.6 Approach Lighting
The standard approach lighting system consists of a 900m coded line of white lights, on the extended
centreline of the runway and five crossbars at 150m intervals. The bars decrease in width towards the
runway threshold, line through the outer lights of the bars converging to meet the runway centreline
300m upwind from threshold. The high intensity system has a six (6) stage High Intensity Approach
Lighting (HIAL).
For Category II and III operations, supplementary approach lighting of the following is to be provided;
a) Two (2) additional white lights on each side of the centreline light forming barrettes along the
inner 300m of the approach centreline, the lights in each barrette being spaced 1.2m apart; and

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b) Red side row barrettes of hour lights spaced 1.5m apart on each side of each centreline barrette
over the inner 270m of the approach lighting system. The lateral gauge of the barrettes is to be
equal to that of the Touchdown Zone (TDZ) lighting. The pattern is to be as per MOS standard.
Three (3) stages of luminous intensity are required for the supplementary lighting.
Sequenced capacity discharge (strobe) approach lighting is another form of supplementary approach
lighting. The objective is to provide a continuous ripple along the length of the extended centreline. The
duration of each discharge should not exceed 200 milliseconds and the next discharge in sequence should
commence within 1.2 second of the initiation of the previous discharge. Adjustment to the discharge
duration and trigger rate should be made in order to achieve the optimum ripple effect without any
breaks.
The strobe approach lights are to be switched independently from the rest of the AGL.
The approach lights should ideally lie in a horizontal plan at the same level as the runway threshold.
However when this is not achievable, the profile of the approach lights in each crossbar should not be
greater than 1:80 with the mid-point in the plane of the centreline lights. Excessive gradients may cause
misleading perspective and height cues, and changes of gradient within the length of the system may
result in an uneven sequence of the lights when seen from the approach. To keep these effects to a
minimum, successive changes in profile gradients should be as few as possible and not exceed 1:60.
The Consultant/Contractor shall only specify equipment that is approved on the Melbourne Airport
compliant and compatible with the Safegate ASP Control system and other MA and AsA infrastructure.
5.7 PAPI
PAPI consist of four (4) sharp transition units located as wingbars, preferably on the left hand side of the
runway. Four (4) units should be positioned on each side of the runway so that the wingbars appear
opposite each other.
Each unit provides discrete information. Two (2) factors important to the reliability of the system are
therefore the number of lamps per unit and the knowledge that the lamps are working when required.
Units should have three (3) lamps and each lamp is to be interleaved. PAPI installations should be
equipped with a monitoring system which will detect lamp failure so that flight crew may be advised and
the failure investigated and remedied without delay.
The PAPI is to have six (6) luminous intensity stages: 100%, 30%, 10%, 3%, 1% and 0.3%.
compliant and compatible with the Safegate ASP Control system and other Melbourne Airport and AsA
infrastructure.
5.8 Illuminated Wind Directional Indicator (IWDI)
IWDI is to be lit by four (4) external lights and at least one (1) IWDI is to be provided for each runway. No
luminous intensity variation is required for IWDI.
The Consultant/Contractor shall only specify equipment that is approved on the MA Airfield Approved
Lighting Equipment list. Should the Consultant/Contractor wish to propose an alternative product, they

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will be required to submit written evidence that the proposed CCR is fully compliant and compatible with
the Safegate ASP Control system and other MA and AsA infrastructure.
5.9 Runway Centreline Lights
White runway centreline lights are required for take-off, in RVR below 400m and for precision instrument
approach runways Category II and III. They extend from the threshold of the runway to 900m from the
upwind runway end, then the following 600m should be alternate white and red lights, and the final 300m
to the runway end, all red lights. Where the end of Take Off Runway Available / Landing Distance
Available (TORA/LDA) does not coincide with the runway end, the section of red lights should be extended
to the runway end. The circuits for the white and red lights should be arranged so as to preserve the
colour coding in the event of a circuit failure. The spacing between centreline lights should be 30m except
that for Category III operations and for take-off in RVR below 400m, the spacing should be 15m.
The High Intensity Runway Lighting (HIRL) has six (6) stages of luminous intensity.
infrastructure.
5.10 Touchdown Zone Lighting (TDZ)
Touchdown zone barrettes symmetrically disposed either side of the runway centreline should extend
from the threshold for a distance of 900m. Each barrette has four white lights spaced not more than 1.5m
apart, the innermost lights being not less than 9m nor more than 11.5m either side of the centreline. The
longitudinal spacing between barrettes should be 60m +/- 6m. The lateral gauge of the barrettes should
be equal to that of the supplementary approach lighting red side row barrettes.
A setting angle of 3o should be used for Category II operations. For Category III operations using Category
II lighting, the TDZ lights should be set to give their maximum luminous intensity at 5.5o above the
horizontal.
infrastructure.
5.11 Runway Edge Lighting
Runway edge lights consist of two (2) parallel rows of lights equidistant from the runway centreline. They
should be located along the edges of the area declared for use as the runway.
On runways of up to 50m in width, the longitudinal spacing of the lights should be 60m +/- 6m. Where the
width of the runway exceeds 50m, a closer longitudinal spacing as determined by CASA may be required
dependent upon the nature of the operations and other visual aids serving the runway. The lights on
opposite sides of the runway should be on lines at right angles to the centreline. Where uni- or bi-
directional light units are used, an omni-directional light should be provided at each alternate position in
order to provide circling guidance.

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Runway edge lights should be white or red in accordance with MOS 139 requirements.
infrastructure.
5.12 Runway Threshold and Runway End Lights
Runway threshold lights are green and indicate the start of the available landing distance. The end of the
runway should be provided with runway end lights. Runway end lights are red and delineate the
extremity of the runway is available for manoeuvring – not the declared distances.
Threshold lights are to have luminous intensity compatible with that of the runway edge lights.
infrastructure.
5.13 Taxiway Edge Lighting
Blue lighting is used to indicate the edge of the taxiway and should be installed on paved taxiway where
centreline lighting is not provided. The spacing of taxiway edge lights is to be in accordance with MOS
139. On curves of radius less than 150m, the lights should be located on radii passing through points on
the taxiway centreline spaced at one fifth the radius of the curve of the centreline. On small fillets less
than 15m radius at the taxiway edge, a maximum spacing of 3m should be used.
infrastructure.
5.14 Taxiway Centreline Lights
Green taxiway centreline lights are used to provide centreline guidance on taxiways and aprons and
where entering or vacating a runway. A three (3) stage luminous intensity control should be provided.
Low intensity centreline lights are suitable for night use only and are not intended to support operations
in RVRs of less than 40m.
On runways equipped with ILS, taxiway centreline lights located within the ILS critical/sensitive areas
should be colour coded to show alternate green/yellow in both directions. The colour coding should
commence with a green light close to the runway edge of the side surface of the sensitive area, whichever
is the farther from the runway. At Rapid Exit Taxiways the lead off lights should commence adjacent to
the runway centreline at least 60m before the intersection with the exit taxiway curvature. At all other
taxiway/runway intersections the lead-off lights should commence at the tangent point on the runway.
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infrastructure.
5.15 Runway Guard Light
Runway guard lights are to be provided in line with the runway holding position to caution flight crews or
vehicle driver that they are about to enter an active runway. Runway guard lights should be provided on
all taxiways/runway intersections associated with a runway intended for use in RVR less than 1,200m. The
elevated lights are aligned so as to be visible to the pilots or vehicle driver, approaching the holding
position. Each unit comprises a pair of alternately illuminating yellow lamps which operate at between 30
and 60 cycles per minute, with periods of light illumination and suppression equal and opposite in each
case. The lights are to be in operation whenever the RVR is less than 1,200m and be switched
independently of any stopbar lights.
Runway guard lights should not exceed a height above which their presence may endanger aircraft and
should meet frangibility requirements. They should be located on each side of the taxiway as close as
possible to the pavement edge and adjacent to the runway taxi holding position closest to the runway.
Where runway guard lights are operated in good visibility conditions at night, the luminous intensity may
be reduced to 30% but the signal characteristics of flashing pattern and frequency must be retained.
infrastructure.
5.16 Stop Bar
Stop bars are intended to help protect the runway against inadvertent incursions. A stop bar consists of a
single row of flush inset lights installed laterally across a taxiway showing red towards the intended
direction of approach.
Stop bars should be provided at all Runway Holding Positions and Intermediate Taxi-Holding Positions
intended for use in RVR conditions less than 800m, unless procedures have been agreed with AsA to limit
the number of aircraft either on the manoeuvring area or on final approach within 5m to one at any given
time.
The stop bar lights at runway holding positions are uni-directional red inset lights positioned
perpendicular to the centreline of the taxiway and viewed from the direction of approach of the taxiing
aircraft across the entire width of the taxiway. Stop bars at Immediate Holding Positions may be bi-
directional where the holding position is intended for use in each direction. Stop bars installed at all
locations should be independently switchable. All stop bars at runway holding positions are to be
permanently illuminated at all times.
An independently switchable stop bar should consist of a stop bar interlocked with a section of the
taxiway centreline lead-on lighting beyond the stop bar. The section of interlocked taxiway centreline
lead-on lighting should, where practicable, be at least 90m in length.
The light fittings marking up a stop bar are to be spaced equally across the taxiway in a line at right angles
to the taxiway centreline at intervals of no greater than 3m. They should be collocated with the runway or
taxiway holding position line marking so as not to obscure or interfere with the integrity of the marking.

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The outer lights of the stop bar should be located on the edges of the taxiway. Where required, at holding
positions where a flight crew’s view of the stop bar might be obscured, the stop bar should be extended
beyond the edge of the taxiway by adding one pair of elevated uni-directional red lights at each side of
the taxiway along the stop bar axis at intervals equal to the spacing of other lights making up the stop bar.
infrastructure.
5.17 Site Environmental Conditions
The following is a listing of general and environmental characteristics. Equipment specified or required is
to be based on the criteria in Table 4.2:
Item Criteria
Installed Location / Outdoors - Refer AS 2312

Environment
External ambient temperature -10ºC to +60ºC
range
Internal ambient temperature 0ºC to +50ºC
range
Relative humidity For temperatures up to 40 ºC, rate all equipment up to a
relative humidity of 95%
For temperatures greater than to 40 ºC, rate all
equipment up to a relative humidity of 50%
Elevation from mean sea level Approx. 100m to 150m above sea level
Vibration Seismic only and those induced by jet blast
Hazardous Environment None, without approval. All toxic materials shall be
adequacy sealed to avoid contamination to other
components, personal or property.
Corrosive Environment Not installed within 500m from ocean - Refer AS 4312
All external equipment shall be corrosion resistant to the
extent defined in AS1099.2
Equipment shall be designed to limited contact of
dissimilar metals or differing galvanic potentials.
Flora and Fauna Perching of birds
Direct Solar Radiation Yes
Other Installed within aerodrome boundary
Wind Loading Refer to airport specific documentation, note jet blast
Frangibility Requirements Designed as per CASA MOS and ICAO documentation
Table 4.2 - General and Environmental Requirements

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5.18 Electrical Hand Over Items
5.18.1 Equipment Operating and Maintenance Manuals
5.18.1.1 General
‘Operating and Maintenance Manuals’ describing the installation, operation, and maintenance of the
project electrical services is to be provided.
One (1) copy of the manual shall be submitted in draft form for review and comments by the
Superintendent; the submission shall be made at least six (6) weeks prior to site commissioning so that
the manual can be utilised for commissioning.
Corrected draft copies shall be re-submitted to verify that the review comments have been implemented.
Three (3) printed sets of the final approved manual shall be provided; the final copies shall be produced
on a laser printer.
5.18.1.2 Specific Manual Requirements

The manuals are to be bound in hardback covers in a loose leaf A4 size and are to fully describe all
equipment and systems, including all relevant information pertaining to operating procedures,
maintenance requirements and general procedures for major repairs.
The manual shall set out in sections as detailed in Table 4.3 below:
Item Criteria
Cover First line stating "Operating and Maintenance Manual" in a larger font size.
Text inclusive of Project Name, Commissioning Date,
Designation of Manual Set (i.e. Set 1 of 4); If multiple volumes are required
include volume number (i.e. Volume 1 of 2).
A Revision Box containing Revision Number and Date allowing for four
future revisions.
Title Page As per the Cover but within the binder
Index General index for all sections
Section 1 Titled “System Overview”
Index of Section
The first page of the introduction shall contain a full list of installers,
suppliers and manufacturers involved in this section of the Works. The list
shall include names, addresses, phone numbers, emails and websites, and
after hours phone numbers for maintenance personnel. The date on which
the maintenance period will expire shall also be noted on this sheet.
General overview description of installation and systems.
Detailed description of all systems, with operating instructions and
maintenance instructions; interfacing with other services. Schedule of
'recorded construction drawings' and shop drawings.
Section 2 Titled “Equipment”
Index of Section
Equipment schedules, listing of equipment manufacturer, model numbers,
serial numbers, suppliers list, spare parts lists, distribution board schedules
and manufacturer’s warrantees.
The suppliers list shall contain the address, phone; email and websites, and
local representative names.

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Section 3 Titled “Operations”

Index of Section
This section shall include a description of the safe operating procedures
necessary to operate the system under normal conditions and, where
emergency systems are installed, procedures under emergency conditions
Methods of achieving manual control, where facilities are provided, shall
be given so that automatically controlled systems may be overridden if
necessary. A list of the settings of all adjustable items shall be given. A
description of alarm or warning indicators and their function shall be given,
and the action required if they have operated.
Section 4 Titled “Maintenance”
Index of Section
Maintenance works information step-by-step procedures required for
system start-up, operation, and shutdown. This section shall contain a
listing of the details of maintenance to be carried out on each system and
the intervals at which they should be performed. Particulars of
maintenance equipment and tools provided or required should be
included. It is recommended that maintenance be on the basis of months
of operation. Where applicable, copies of log sheets should be included
and made out to show details of the tests to be carried out. Maintenance
instructions should take into account existing maintenance systems in use
by the Principal
Section 5 Titled “Commissioning”
Index of Section
Manufacturer's test reports, commissioning sheets, settings of tripping
devices, installed fuse ratings, etc. commissioning sheets include cable
tests, and if required emergency lighting tests, and RCD tests.
Section 6 Titled “Additional Literature”
Index of Section
Supportive manufacturer's literature for each item or system or other
documentation.
Table 4.3 – O&M Manual Requirements
All pages of text written for the Project are to have consecutive section and page numbers which shall be
included in the index. Alternatively a numbering system specific to each section such as 1.1, 1.2…1.X, then
2.1, 2.2…2.X, can be used.
The section is to be neatly separated by A4 thick coloured plastic dividers tagged with the section names
and numbers.
The text is to be supplemented by A4 or A3 sized drawings of the works with to assist technicians in the
understanding of the installation.
The folder is to be supplemented with a CD or DVD containing a PDF of each page, one (1) CD per Set
within a protective CD cover. A CD is not required for the preliminary copy, however shall be provided
when the remaining copies are provided.
5.18.2 Training
Training with relevant instruction is to be provided to the Melbourne Airport’s staff to familiarise
themselves with the electrical installation and enable them to operate and maintain the systems.

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A minimum of a two (2) hour course of instruction for the superintendent and staff involved in operating
and maintaining each of the electrical systems is to be provided. Such instruction should be at a time and
for a period as necessary to demonstrate the operation and maintenance requirements for all installed
equipment and make Melbourne Airport’s staff competent in operating and maintaining those systems.
At the same time hand over to the Melbourne Airport one (1) copy of the draft Operating and
Maintenance Manual and the draft Construction Record Drawings, and explain the contents thereof.
A minimum of two (2) weeks’ notice for training courses is to be provided.
Training must be completed prior to Project Completion.
5.18.3 Spare Equipment

Spares of the installed airfield lighting equipment are to be supplied. Spares for light fittings of different
colours, light distributions, bi-directional or uni-directional, different intensities shall be provided. Spares
shall be provided based on Table 4.4 below:
Item Spare Quantity

Taxiway Series Isolating Transformers and lights
1 to10 units One (1) Spare
11 to 40 units Two (2) Spares
40+ Minimum of three (3) Spares or the rounded whole number of 4% of
total number
Table 4.4 – Spare Equipment
5.18.4 Specialty Installation Tools or Jigs

Any specialty tools required for maintenance or reinstallation of electrical equipment are to be included
as handover items.
5.19 Road Holding Position Lights

Road holding position lights are to be provided at the intersection of all airside roads with runway used in
visibility less than 1,200m. The lights should be located 1.5m from the edge of the left side of the road
and adjacent to the road holding position line marking and sign.
The road holding position light should be uni-directional yellow/amber lights similar to the colour of
runway guard lights. They should be aligned so as to be visible to the driver of a vehicle approaching the
holding position. The intensity of the light beam shall be adequate for the conditions of visibility and
ambient light in which the use of the holding position is intended but shall not dazzle the driver.
Road holding position lights should be accompanied by a road holding position sign.
5.20 Intermediate Holding Position Lights

If a stop bar is not installed at the intermediate holding position, intermediate holding position lights shall
be provided at the immediate holding position intended for use in runway visual range conditions less
than 350m. They are also known as taxiway intersection lights and are used to provide warning to the
pilots that the taxiing aircraft is approaching an intersecting taxiway. There is no requirement for the
aircraft to stop-and-go as in stop bar at the taxiway intersections. Where provided, the taxiway
intersection lights are uni-directional inset type shown fixed yellow in the direction of approach. They are
a set of three (3) lights with similar light distribution as taxiway centreline lights. The lights shall be
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disposed symmetrically about and at right angle to the taxiway centreline, with individual lights spaced at
1.5m.
5.21 Series Isolation Transformer (SIT)

Most AGL circuits use SIT to provide continuity of the series circuit so that failure of a lamp does not make
an open circuit fault. The second function of the isolation transformers is to provide electrical isolation of
the lamp from the high voltage circuit for safety purposes.
An isolation transformer consists of a primary and a secondary coil wound on a magnetic core in a
waterproof case with primary and secondary leads for connecting the series circuits to the lamp. The
transformers should be capable of continuous operation at rated load, open-circuit, or short-circuit
without damage. The turns ratio of the primary coil to the secondary coil of a series / series transformer is
1:1 if the lamp current is the same as the series circuit current but is inversely proportional to the current
ratio otherwise.
The case must prevent water from entering through the case or where joined to the leads, maintain
resilience to avoid shattering or damage at very low temperatures and protect the unit from damage
during handling, storage, installing and service. The primary leads must not be less than 10mm2 in size
and insulated for not less than 5,000 Volts. The primary leads should not be less than 500mm long. The
primary leads are to be provided with a plug type connector on one lead and a receptacle on the other
suitable for connecting to the series circuit cable. The secondary leads should be two (2) conductors with
conductor size not less than 4mm2 and insulated for not less than 600 Volts and have a length of not less
than 1,000mm. The secondary leads are to be provided with a suitable two (2) conductor connector for
connecting to the light.
6.6 Amp circuits have been used extensively for halogen lamp circuits. With the new introduction of Light
Emitting Diode (LED) lamps, the use of 2 Amp circuit to realise the actual energy saving should be
considered and must be proved prior to installation.
Plastic SIT pits shall not be used in general.
In purposely designed concrete circular pits, the maximum number of SITs is six (6) unless agreed with
Melbourne Airport.
5.22 AGL Primary Cable Pits

If deep base cans are not used, the SITs are located inside AGL Primary Cable Pits with multiple or single
SITs. The maximum number of SITs located inside one single primary cable pit shall be six (6) due to heat
generated and dissipation, excessive voltage drop on the long secondary cable run. The in-ground primary
cable pits allow the primary cable to enter and exit the SIT pits after connecting to the SIT and the
secondary cable exits the SIT pits and connects to the ground lights in conduits and pavement cable slots
or concrete pavement joints. SIT pits should be located outside the pavement area and connected to the
pit and duct system for the primary cabling.
Approved method of supporting SITs in certain pits shall be provided.
5.23 General
Primary cable pits are pits that house multiple series isolation transformers. The primary cable pits shall
be standard precast concrete pits complete with ductile iron cover cast into a reinforced concrete

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surround, concrete base and conduit connections. Primary cable pits must be approved by Melbourne
Airport.
Pits must be rated as detailed in AS 3996 access covers and grates to Class D when outside
taxiway/runway strips and to Class G (900kN to AS 3996) when inside taxiway/runway strips.
The pits must have corrosion resistance appropriate to the Melbourne Airport environment.
Removal and replacement of access covers must be manageable by no more than one people with
appropriate lifting tools where required. Where lifting tools are required, provide two sets of lifting tools.
Pit labels and conduit direction markers are to be installed on pits as detailed in the “Labels and Markers”
section to show the direction of all conduits connecting to the particular pit.
The brackets and a basket within each primary pit for the holding of SITs are to be provided as detailed in
“Primary Cable Pit Bracket and Bucket” section.
Primary cable pits shall generally be Rocla 1,050mm long by 750mm internal diameter precast concrete
pit.
All pits shall be drained, preferably by local sump instead of connecting to the drainage system.
5.23.1 Installation of Primary Cable Pits

The pits shall be located in straight lines. The pits are located outside the gable markers i.e. 80m from
runway centreline and 50m or 60m from the taxiway centreline depending on the Code of the taxiway.
Longitudinal pit spacing is nominally 60m.
Excavation to a suitable depth shall be made to allow the top edge of the pit to be level with the finished
surrounding surface.
If holes for conduits are not precast in, circular core holes for conduit entries, holes are to be sealed to
prevent the ingress of mud/slurry. The top of conduit to be minimum 750mm below finished surface
level. The precast concrete pit lid shall be installed after the conduits are installed.
5.23.2 Primary Cable Pit Bracket and Bucket
Bracket and bucket is required within the primary pits to support a maximum of six (6) 200W series
isolation transformers so that they are easily accessible and maintainable.
The bracket and fixings must be marine grade stainless steel. The bucket must be manufactured from high
density polyethylene and must be a readily available, off-the-shelf product.
The method must be practical for both new and existing installations.
A simpler method with the bracket fixed to the walls of the pits with two horizontal bars supporting the
bucket which is dropped down through the 600mm diameter cover may be used.

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5.24 Conduits
5.24.1 General
Conduits shall be provided in accordance with the following:
• Heavy duty, orange uPVC conduit and fittings to AS 2053.2 Conduits and fittings for electrical
installations – rigid plain conduits and fittings of insulating material and
• Heavy duty polyethylene pipe to AS/NZS 4130 Polyethylene (PE) pipes for pressure applications
Specifically the following conduits shall be provided:

• Primary conduit: 100mm diameter HD uPVC orange, direct buried in trench
• Primary conduit 125mm diameter OD HDPE pipe orange, PE100 SDR13.6 for new under bores
• Primary conduit 75mm diameter OD HDPE pipe black, PE100 SDR13.6 for sub ducts in existing AC
conduit
• Secondary conduit 32mm diameter HD uPVC orange direct buried in a trench for a maximum
three (3) circuits
• Low voltage conduit 80mm diameter HD uPVC orange, direct buried in trench
• Communications conduit 100mm diameter HD uPVC white, direct buried in trench
• Heavy duty polyethylene pipes shall be of continuous one piece length with no joints between
pits/bases or between pits and equipment.
• uPVC conduits shall be solvent welded in accordance with the manufacturer’s recommendations.
• Corrugated conduit is not acceptable.
5.24.2 Installation of Conduits
Installation of conduits and pits is the responsibility of the Licensed Electrical Contractor.
Conduits shall be installed as detailed on the drawings and in accordance with the manufacturer’s
recommendations.
The conduits must not be damaged in any way during construction and are to be kept clear to the full
original diameter for the full length. Where any conduit will not allow the appropriately sized mandrel and
brush to pass freely through from one end of the conduit to the other, new and undamaged conduit must
be used to replace the failed conduits. If the damaged conduit is under pavement, remove the complete
affected slabs and install conduit correctly at no additional cost to Melbourne Airport. Saw cutting of new
slabs to install new conduits is not accepted.
5.24.3 Laying of Conduits
Prior to laying the conduits, install clean sand in the bottom of the trench in accordance with the
drawings.
Conduits shall be thoroughly cleaned before laying. Particular care shall be taken to keep the inside of
conduits clean and clear of concrete or other material during laying.
Connect the conduit lengths together using proprietary solvents in accordance with the manufacturer’s
recommendations.
Any conduit cut on the site shall have all internal burrs removed and the field cut end shall be placed at
the end of the conduit bank.

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All conduits shall be rigidly supported and positioned using a former or other method approved by the
Principal’s Representative to ensure that no displacement occurs due to flotation or any other cause
during concrete placing and compaction.
All conduit ends that are not located within a pit must be fitted with a proprietary uPVC end cap. Do not
permanently fix the end cap to the conduit.
5.24.4 Encasement of Conduits
Where existing under taxiway crossing conduits are to be extended and where sub-duct is to be installed
in existing under taxiway conduits, provide concrete encasement as detailed on the drawings.
5.24.5 Conduit Entry into Pits
Conduits are to enter the pits through the openings provided. Permanently seal any gap between the
conduit and the pit. Conduit is to protrude no more than 50mm into the concrete pit and 40mm in PVC.
5.24.6 Checking of Conduits
After conduits have been assembled and prior to any concrete encasement, an approved mandrel not less
than 300mm long, this may requiring shortening due to plastic size and having a diameter no more than
6mm less than the internal diameter of the conduit shall be pulled both ways through each conduit to
ensure the conduit is clear, uncrushed and free of debris.
After the completion of backfilling and any concrete encasement the conduit bank shall be checked in the
presence of the Melbourne Airport’s Representative by again passing the mandrel through each conduit,
followed by a brush with stiff bristles the same diameter as the conduit to clean the conduit of any foreign
material. If the mandrel does not readily pass through each conduit, the Contractor shall, at its own
expense, carry out rectification works as necessary, to the approval of the Melbourne Airport.
5.24.7 Draw Ropes
Each conduit shall be fitted with a single un-joined length of “Donaghy’s” 6mm blue and yellow strand
Telstra rope certified under the Telstra Contract 03_022, the length of which shall be the conduit length
plus 4m.
At the pit end, the rope shall be wound around a treated stake and left in the bottom of the pit. Where
end caps are installed, the rope shall protrude through the end cap.
End caps shall not be glued to the conduits.
5.24.8 Depth of Cover of Conduits
Conduits shall be installed with minimum cover to the top of the conduits as detailed with tolerance
+75mm and -0mm:
• Primary conduit 100mm diameter direct buried in trench - 750mm

• Primary conduit 125mm diameter new under bores – 2,000mm deep at edge of runway/taxiway
• Primary conduit 75mm diameter sub-duct – 750mm as soon as practicable after exiting existing
ducts
• Secondary conduit 32mm diameter direct buried in trench - 500mm from the top of the conduit

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rising to shallow base in shoulder over the last 2000mm.

• Marker tape shall be installed in all trenches in accordance with AS/NZS 3000/2007 Wiring Rules.
• Low voltage conduit 80mm diameter direct buried in trench – 500mm
• Communications conduit 100mm diameter direct buried in trench – 500mm.
5.25 Trenching
5.25.1 Excavation
Trenches shall be excavated for the conduit banks to the minimum width and depth necessary for the
construction of conduit banks to the dimensions required for the installation. Care shall be taken not to
over-excavate. Sides of trenches shall be as near vertical as possible. Sheet or timber all trenches as
necessary to prevent collapse of sides or ends of excavations, for the protection of the work and safety of
personnel. Voids behind sheeting shall be filled with approved material and compacted to a density
approved by the Melbourne Airport’s Representative.
Sheeting or timbering shall be adequately designed and constructed, and shall be maintained in position
until backfilling has proceeded to the extent that no danger to the work, or personnel, will result from its
removal. All sheeting in trenches under pavements shall be removed. Where approved by the Melbourne
Airport sheeting may remain in other trenches, provided the top of the sheeting is at least 600mm below
finished surface level.
Bench excavation in lieu of sheeting is acceptable.
The bottoms of trenches shall be graded uniformly. The level at any point on the bottom of a trench shall
not be above the specified level.
All over-excavation and over break in excavations for concrete encased conduit banks shall be restored
with concrete in conjunction with backfilling of the conduits.
Excavated materials that do not meet the requirements for filling shall be removed from site.
The trenches shall be kept free of all water, rubbish and loose material, and in a proper condition for
conduit laying. No conduits shall be laid until they are inspected and approved the condition of the
trenches by Melbourne Airport’s Representative.
Excavations shall not be left in a manner that causes hazards.
Prior to laying the conduits, install clean sand in the bottom of the trench.
5.25.2 Backfilling
Backfilling under aircraft pavements and shoulders and to 3m beyond the aircraft pavement shall be as
detailed on the drawings.
Backfilling shall not commence until 12 hours after completion of any concrete encasement. Backfilling
elsewhere shall consist of a layer of clean sand followed by clean selected excavated material from the
works, placed and compacted in layers not exceeding 200mm compacted thickness in accordance with
the drawings.
Compaction shall be with vibrating plates or light vibrating rollers of approved types which will not
damage the conduit, to achieve a minimum dry density ratio of 98% MMDD.

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Alternatively sand backfill can be placed hydraulically. Compaction shall be to a density equal to that of
the adjacent undisturbed material.
The finished surface shall be to its original or design level without subsidence and without cracking and
finished to match the surrounding surface.
All conduits to have marker tape placed at 50% of the conduit depth from finished surface level.
5.25.3 Conduit and Cable Markers
Conduits and conduit banks shall have conduit markers and conduit end markers installed at each end so
that they can be readily located. The level of the top of the conduit bank shall be indicated clearly on the
markers.
Conduit markers and conduit end markers shall be provided as detailed on the drawings.
Provide cable markers as detailed on the drawings to indicate the primary cable route at cable pits, cable
route changes of direction, at cable route ends and at intervals not exceeding sixty metres (60m) on
straight cable sections. Where applicable, cable markers must identify the cable route both arriving and
departing directions. Where a new cable marker coincides with existing markers, the new marker must
replace the existing marker and must indicate the route of new cables as well as existing cables.
5.25.4 Protection of Conduit Banks
The Contractor shall take all measures necessary to protect conduit banks from damage due to
subsequent construction operations. Any damaged conduit banks shall be removed and replaced at no
additional cost to Melbourne Airport.
5.25.5 Testing and Acceptance of Conduit Banks
All conduits shall be checked prior to concrete encasing which shall not be commenced without written
approval of the Melbourne Airport’s Representative. Accuracy of alignment, level and grade shall be
checked by sighting through the conduits with mirrors if necessary, and by levelling the tops of the length
of which shall be the conduit length plus 4m.
At the pit end, the rope shall be wound around a treated stake and left in the bottom of the pit. Where
end caps are installed, the rope shall protrude through the end cap.
End caps shall not be glued to the conduits.
5.26 Primary Cable
5.26.1 Primary Cable General
Cables must be installed within a pit and conduit system. Direct buried cables are not acceptable.
Draw cables into conduits after the installation of the pits and conduit system is complete.
Cables must be in continuous un-jointed runs with terminations on plugs and receptacles as specified.
Where an inline joint is unavoidable due to cable run length being longer than available from the
manufacturer, an inline joint may be used at the discretion of the Melbourne Airport’s Representative.

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Cables must be tested prior to being put into service.

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5.26.2 Primary Cable Specification
Primary cable complying with FAA Advisory Circular 150/5345-7E shall be provided.
Specification for L-824 Underground Electrical Cable for Airport Lighting Circuits shall be:
Rating 5000 Volts

Conductor Plain annealed copper
Shielding Non-shielded
Stranding 7/1.04
Size 6mm²
Cores Single core
Insulation Cross linked polyethylene
Jacket Polyethylene, black
Terminations Un-terminated
Overall cable diameter approximately 10.8mm
Maximum conductor resistance 3.08 Ohm.km
Minimum insulation resistance 4000 megOhm.km
*Approved manufacturer – JEMBO.
5.26.3 Primary Cable Plug and Receptacle
Provide the following cable plugs and receptacles complying with FAA Advisory Circular 150/5345-26D for
connection of primary cables:
Plug and Receptacles to connect to 5kV cables:
Primary plugs field attached L-823 Class B Type 1 Style 3

Primary receptacles field attached L-823 Class B Type 1 Style 10
Plug and receptacle model must be chosen to suit the overall cable diameter.
Plug and Receptacles to connect to 3kV cables:

Primary plugs factory moulded L-823 Class A Type 1 Style 2
Primary receptacles factory moulded L-823 Class A Type 1 Style 9
Fly leads must be crimped to the associated cable and the joint covered with heat shrink in accordance
with manufacturer’s recommendation.
Through joints for primary cables:
Approved product – Gilbert Lodge D263 Aus 5/00 – Tel 1300 666 608
5.26.4 Installation of Primary Cable
Locate and identify cables used for existing airfield lighting primary cabling. Where this cable is
redundant, remove where specified.
Install primary cabling in conduit in straight and single length un-jointed runs.

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Cable installation must be in accordance with the manufacturer’s requirements particularly with regards
to maximum cable tension and bending radius.
Connections are only acceptable at series isolating transformers, where required to be jointed to existing
primary cabling, or where the run exceeds the available full drum length. Connections must be located
within pits and must be accessible.
Connections must be made using a plug and receptacle installed in accordance with the manufacturer’s
recommendations.
To allow for future cutting and re-terminating and ease of maintenance, provide the following spare cable
lengths:
• 1,500mm loop for each cable in the base of each primary through pit
• 1,500mm for each end of primary cable connecting to a SIT within a primary pit to allow for SIT to
be lifted out of pit
• 1,300mm for each end of primary cable connecting to a SIT within a secondary pit to allow for SIT
to be lifted out of pit
• 1,500mm for each end of primary cable at point of connection
Terminate primary cables at SITs with plugs and receptacles to mate with the transformer primary leads.
In order to ensure correct polarity, the incoming primary cable to an SIT must always have a receptacle
fitted to it. The outgoing must always have a plug fitted to it.
Tape the mated plug/receptacle connection with two (2) wraps of self-bonding tape to keep the
connection clean.
The following maximum number of circuits for conduits must be complied:
• Maximum 6 circuits or 12 cores per 100mm diameter primary conduit

• Maximum 6 circuits or 12 cores per 125mm diameter primary under bore
• Maximum 6 circuits or 12 cores per 75mm diameter primary sub-duct.
Maximise the number of circuits in a conduit to maximise free conduit spacing.
In each pit the primary cable supply and return cores for each circuit are to be cable tied together.
5.27 Secondary Cable
5.27.1 Secondary Cable General
Provide cables and terminations as detailed below. Cables must be installed within a pit and duct system.
Direct buried cables are not acceptable.
Draw cables into conduits after the installation of the pit and duct system is complete.
Cable must be installed and terminated in accordance with the manufacturer’s recommendations.
Cables must be in continuous un-jointed runs with terminations only on plugs and receptacles as
specified.
Cables must be tested prior to being put into service.
Secondary cable complying with Department of Transport Standard YSVE4005 issue 2, V5-2842 shall be
provided to meet the following requirement.
Rating 600 Volts

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Conductor Plain annealed copper

Shielding Non-shielded
Stranding 56/0.30mm
Size 4mm² minimum
Cores Twin core
Insulation Black/white PVC (V-90)
Jacket Nylon 12, black
Terminations Un-terminated
Overall cable dimensions: approximately 9.3 x 5.1 mm
Maximum conductor resistance 4.95 ohm.km
Minimum insulation resistance 1 megohm.km
5.27.2 Secondary Cable Plug and Receptacle
Provide the following cable plugs and receptacles complying with FAA Advisory Circular 150/5345-26D for
connection of secondary cables:
• Secondary plugs factory attached L-823 Class A Type II Style 1 with fly lead
• Secondary receptacles factory attached L-823 Class A Type II Style 8 with fly lead
Fly leads must be crimped to the associated cable and the joint covered with heat-shrink in accordance
with manufacturer’s recommendation.
5.27.3 Installation of Secondary Cable in Pavement
Locate and identify cables used for existing airfield lighting secondary cabling within the pavement slot.
Bring through conduit into the new light base located in the shoulder and terminate in a secondary plug
within the base. Seal the slot and conduit entry. The remainder of the direct buried secondary cable is to
be cut back and abandoned.
New secondary cabling in conduit in straight and single length un-jointed runs is to be installed between
the secondary base and the primary or secondary pit.
New secondary cable is to be terminated in a secondary receptacle in the light base and in a secondary
plug in the pit. Connect to the secondary plug in the base and the SIT in the pit.
Cable installation must be in accordance with the manufacturer’s requirements particularly with regards
to maximum cable tension and bending radius.
To allow for future cutting and re-terminating and ease of maintenance, provide the following spare cable
lengths:
• 1,200mm for secondary cable connecting to a SIT within a primary pit to allow for SIT to be lifted
out of pit
• 1,000mm for secondary cable connecting to a SIT within a secondary pit to allow for SIT to be
lifted out of pit
• 300mm for each end of secondary cable connecting to plug/receptacle within a shallow base
The mated plug/receptacle connection is to be taped with two wraps of self-bonding tape to keep the
connection clean.
The following maximum number of circuits must be complied:

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• Maximum three (3) secondary circuits per 32mm diameter secondary conduit.
• Maximum of three (3) plug/receptacle sets per light base.
5.28 Underground Services
5.28.1 General
In-ground services are located throughout the airfield. The contract drawings are based on drawings
provided by Melbourne Airport. There is no guarantee as to the accuracy of these drawings.
In addition to the requirements of the Permit to Commence Work (PERCOW), the Contractor must engage
the services of an underground services locator to carry out investigations of all proposed conduit routes
and identify locations and depths of in-ground services prior to commencing any excavations. In addition,
the contractor must identify and verify all airfield lighting primary circuits within the work area.
Where services are to be retained, the Contractor shall protect these services from damage during the
work, and, if damaged shall be repaired by the Contractor at no cost to Melbourne Airport.
Before commencing any work within the airport, the Contractor shall locate and mark on the ground the
location of all in-ground services within the limits of the works and up to 10m beyond the limits of works.
The marking shall be colour coded according to the in-ground service type.
Where proposed trenches cross existing services, the Contractor must provide adequate support for the
existing services during the excavation and the backfilling of the trench.
The Contractor’s surveyor must record the location and depth of cover of all services along the proposed
conduit route along with the depth of conduit at the cross-over.
5.28.2 Approvals
The Contractor must consult with and gain approval from Melbourne Airport the following prior to any
excavation works in the vicinity of the relevant services:
Gas and fuel lines:
• Gas and fuel line operators for works within 5m of the gas or fuel lines
11/22kV cables:
• Melbourne Airport for works within 3m of 11/22kV cables
Optical fibre cables:
• Melbourne Airport and Airservices Australia for works within 3m of optical fibre cables.
A representative of Melbourne Airport, Telstra, and Airservices Australia must be present on site at all
times during excavation adjacent to optical fibre cables.
Aircraft precision approach systems:
• Melbourne Airport and Airservices Australia for works within 3m of the aircraft precision approach
system boundaries.

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5.28.3 Exposing of Existing Services
Where proposed conduit routes cross existing services, unless otherwise specified, these services must be
exposed as follows:
With the use of hand tools only:
 Within 5m of fuel or gas lines

 Within 3m of electrical cables associated with aircraft precision approach systems
 Within 2m of other electrical cables other than 11/22kV cables
 Within 2m of water pipes
 Within 1m of storm water drains
 Within 1m of structures
With the use of specialist sensitive excavation techniques (eg hydro-excavation) only:
• Within 1m of existing services

• Within 3m of 11/22kV XLPE cables
• Within 3m of optical fibre cables
5.28.4 Existing Services not to be Exposed
Because of the risk of damaging existing paper/lead HV cables, these cables must not be exposed.
Accurately locate the cables and under bore new conduits.
5.29 Boring Works
Conduit banks shall be constructed beneath existing concrete pavements at the locations shown on the
drawings. Directional drilling or other approved method shall be used to install conduit under the
concrete pavement at the line and levels shown on the drawings.
Conduits shall be installed at a minimum depth of 2,000mm below the runway/taxiway rising once clear
of the runway/taxiway shoulder to 750mm to enter the cable pits.
Horizontal boring shall be carried out in strict accordance with clause Underground Services including the
requirement to undertake geotechnical investigations. Techniques such as thrust boring that may cause
heave or other damage to the pavement shall not be used.
The area around the installed conduits shall be free of voids.
5.30 Labels and Markers
Provide the labels and markers in indelible, permanent marking:
Primary pits stainless steel label with engraved characters 20mm high with the pit number shall be
permanently fixed to the outside top of the respective primary pit precast lid.
Primary pits with pit number in characters 50mm high painted in black waterproof paint on the inside wall
of the top half of the pit shall be provided.
Cables yellow plastic non-adhesive labels approximately 70mm long and 10mm wide with black 3mm
characters in Arial font with circuit designation as detailed on the drawings secured with two black nylon
cable ties, adjacent to each cable plug and adjacent to each cable receptacle.

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Cable labels are not required on primary cables located in straight through pulling pits. However, in pits
where there are T-offs, all cables must be labelled.
Conduit bank markers shall be provided with
 “AGL” for aeronautical ground lighting cables

 “LV” for low voltage power cables (IWDI, RVR)
 “COMMS” for communications cables (RVR)
Label markings shall be approved by the MA’s Representative prior to manufacture.
Identify all the cables in pits and label appropriately.
5.31 Cans for Ground Lights
For new areas or upgrade of substantial existing areas, deep base cans with multiple parts are to be
provided. The primary cable conduits are to connect the deep base cans to reticulate the primary cable,
the SIT and secondary cable are to be installed inside the deep base cans.
For minor upgrade works, 12” diameter and 210mm deep shallow base cans with secondary cables in saw
cut pavement, pavement joints or conduits are to be provided. For AGL lights of 8” diameter, universal
adaptor rings shall be provided.
5.32 Installation
All AGL units shall be installed in appropriate cans as above that are adequate for the intended aircraft
operations as agreed with Melbourne Airport. All shallow cans shall be installed with concrete base
surround and be sealed with “Megapoxy” and appropriate joint sealant.
Where possible and subject to agreement with Melbourne Airport, AGL units shall be uniformly offset
from the centreline to provide better visual cues to the pilots.
5.33 Junction Cans
12” diameter by 210mm deep shallow junction cans shall be used to house up to three (3) plugs at the
junction of shoulder and taxiway / runway pavement. All junction cans shall be installed with concrete
base surround and be sealed with “Megapoxy” and appropriate joint sealant.
5.34 As Constructed Drawing
Provide two (2) hard copies, and two (2) electronic copies on CD-ROMs, of “As Constructed” drawings of
the Work in both hard copy and electronic media (CD-R). Provide the same level of detail shown on the
contract drawings and the following additional information listed below:
• Changes to the works due to site conditions.

• Contract variations.
• Any other alterations or changes to the work.
• Further requirements detailed in the technical sections of this specification and on the drawings.

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Submit to the Contract Administrator/Building Control a preliminary set of “As Constructed” drawings for
review prior to the commissioning of the works. Electronic copies shall comply with the requirements
listed below:
• CD-ROM.
• Microstation V8 (DGN).
• Microsoft Word 2010.
• HV Schematic to be provided in PDF Format.
Perform all drafting work in accordance with Melbourne Airport CAD standards.
Earth and conduit drawing to be laminated and placed on kiosk doors.
The Defects Liability Period will commence from the date of receipt of the “as constructed” drawings and
“technical manuals”. This is when equipment gets turned on, not when drawings are given.
5.35 Asset Register Data Requirement

Provide one (1) hard copy, and one (1) electronic copy on CD-Rom, of “As Constructed Asset details for
MAXIMO” data of the asset in both hard copy and electronic media (CD-R). Provide the same level of
detail shown on the contract drawings, manuals and on all other the relevant documents. The
requirement of Asset detail for MAXIMO is attached in appendix; the document is titled APAM - MAXIMO
Application CAPITAL WORKS REFERENCE GUIDE.

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5.36 Melbourne Airport Approved Equipment List
Unless otherwise approved by Melbourne Airport, all AGL equipment supplied shall comply with the following
Melbourne Airport Approved Equipment List noted in Table 4.5 below.
Airfield
Item No. Type of Fitting Supplier Model Name Model ID
Section
1 Runway Centreline ATG Runway Centreline ZA180
2 Runway Centreline Thorn 8" Bi-Directional (High Intensity) INL-RC
Safegate Inset Light
3 Runway High Intensity Edge Thorn Bi-Directional High Intensity Light EL-EAH
Safegate
4 Runway Medium Intensity Edge Thorn Bi-Directional Medium Intensity EL-EAH

Safegate Light
5 Runway TDZ lights ATG TBA TBA

6 Runway Runway Threshold Thorn TBA TBA
Safegate
7 Runway Runway Threshold ATG TBA TBA
8 Runway Runway End Thorn TBA TBA

Safegate
9 Runway Runway End ATG TBA TBA

10 Runway LAHSO Thorn TBA TBA
Safegate
11 Runway PAPI ALS TBA TBA

12 Runway Illuminated Wind Sock ALS LED Illuminated Wind Indicator N/A
13 Runway MAG Sign ATG LED Clearway Taxiway Guidance N/A

Signs
14 Runway Approach Lighting TBA TBA TBA
15 Taxiway Centreline Thorn SafeLED IQ Ready (Wide Beam)

Safegate
16 Taxiway Stop Bar Thorn SafeLED IQ Ready (Wide Beam)

Safegate
17 Taxiway Lead on / Lead off Thorn SafeLED IQ Ready (Wide Beam)

Safegate
18 Taxiway Taxiway Edge Thorn SafeLED Taxiway Edge SafeLED-TE-I

Safegate
19 Taxiway Runway Guard Light Thorn SafeLED Runway Guard Light SafeLED IQ RGL-E
Safegate
20 Apron Apron Flood Light EWO TBA TBA
21 Apron GSE Flood Light Philips TBA TBA

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22 Apron Apron High Mast Pole Ingall Same model as Foxtrot Infill Project
23 Apron GSE High Mast Pole Ingall Drop Down unit similar mechanism
to Foxtrot
24 Apron Illuminated Bay TBA TBA TBA
Indicator
25 ALER CCR 10KVA 6.6 AMP Thorn Idman
Safegate
26 ALER CCR 10KVA 6.6 AMP Thycon Constant Current Regulator (dual NMC2
Tapped)
27 ALER Generator Cummins Built to Required Specification
28 ALER Isolation Equipment ADB SCO
29 ALER Isolation Cabinets ERNTEC Metal Custom Made Cabinets
30 ALER 56 Series Outlets Clipsal 50Amp / 63 Amp
31 ALER Diesel Tank Systems Bunded Above Ground Unit with

Insight FMS
32 Miscellaneous Portable Obstruction Avlite AV-70 HIGH (RED)
Lighting
33 Miscellaneous Portable Edge Lighting Avlite AV-70 HIGH (BLUE)
Miscellaneous TBA TBA TBA

34
Sequence Flashing Light
Table 4.5 – Approved Equipment List

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6. Legal & Standard Framework
Compliance with Intellectual Property and Privacy Laws. – All users covered under the scope of this Standard are
required to comply with all Australian and International laws regarding intellectual property, Copyrights and all
Australian laws with respect to privacy of staff, users, and client data including but not limited to the following:
Design of all AGL shall conform to the following standards:
 CASA MOS 139 Chapters 9

 ICAO Annex 14
6.1 Liability
The content on this standards document is provided for guidance only. While we have exercised due care and
diligence in providing information, we do not guarantee it is accurate or current.
Melbourne Airport is not responsible for any loss suffered by you or any third party in connection with the use of
this standards document or its content (including loss resulting from transmission of any computer virus). To the
fullest extent permitted by law, Melbourne Airport disclaims all liability arising in connection with the use of this
standards document or its content.
6.2 Standards Disclaimer
The publication should not be considered inclusive of all proper information, procedures and tests or exclusive of
other information, procedures and tests that are reasonably directed to obtaining the same results. In determining
the propriety of any specific information, procedure or test, audit/assurance professionals should apply their own
professional judgement to the specific circumstances presented by the particular systems or environment.
6.3 Standards Disclosure and Copyright Notice
©2013 MELBOURNE AIRPORT. All rights reserved. No part of this publication may be used, copied, reproduced,
modified, distributed, displayed, stored in a retrieval system, or transmitted in any form by any means (electronic,
mechanical, photocopying, recording or otherwise), without the prior written authorisation of MELBOURNE
AIRPORT. Reproduction of all or portions of this publication is solely permitted for academic, internal and non-
commercial use, and must include full attribution as follows: "© 2013 MELBOURNE AIRPORT. This document is
reprinted with the permission of MELBOURNE AIRPORT." No other right or permission is granted with respect to this
publication.
The purpose of this Standard Operating Procedures Manual is to provide support and guidance to the Electrical
professionals. The MELBOURNE AIRPORT reserves its right to change or suspend any or all parts of this manual.
Laws cover this Standard:
In General the following Act’s apply for Melbourne Airport Engineering documents.
Compliance with Intellectual Property and Privacy Laws. – All users covered under the scope of this Standard are
required to comply with all Australian and International laws regarding intellectual property, Copyrights and all
Australian laws with respect to privacy of staff, users, and client data including but not limited to the following:
• Australian Copyright Act of 1968
• Privacy Act 1988

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• Trade Practices Act 1974 (Commonwealth)
7. Implementation
The implementation and enforcement of this Standard is primarily the responsibility of the authorised persons
undertaking the works. Any actions with regards to violations/non-compliance will be initiated at the sole discretion
of the Engineering Standards Manager.
7.1 Roles & Responsibilities

This Standard shall be adhered to by all consultants, project managers, construction and maintenance organisations
engaged to work on Melbourne Airport projects. The Engineering Standards Manager only has the authority to
amend the Standards.
7.2 Support and Advice

Any questions relating to this Standard should be directed to the Engineering Standards team.
7.3 Communication
This Standard will be published on Melbourne Airport’s Intranet website and will be emailed to relevant parties
accordingly.
7.4 Procedures and Forms

What are the related procedures and, if relevant, forms or templates that relate to this Standard.
7.5 Procedures
Melbourne Airport Induction
 Apply for permit from mailto:CablingPermit@melair.com.au.

 Apply for Permit to commence work – Lead time 4 weeks
 Arrange for Traffic Management Plan through Project Manager
 Obtain a copy of electrical wiring standard – from APAM, mailto:CablingPermit@melair.com.au.
 Isolation permit maybe required.
 Excavation permit may be required
 Vicinity permit may required
 Meter permit/application Form MRI to be submitted in advance.
 Application for HV security locks to be submitted in advance
Note: Generally allow time to obtain these permits minimum 48 hours. Some details on permits are given
below.
A range of forms, permits and procedures may apply to specific electrical projects. The below listed
documents are the more commonly required procedures, and if applicable, must be completed prior to
commencement of work.
- Low Voltage Electricity Supply Isolation Form

- Job Safety Analysis Form

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- Excavation Permit
- Hot Works Permit
- Ceiling Tile Permit
- Ceiling Space Access Permit
- Roof Access Permit
- Tunnel Permit
- Plant Room Permit
- Terminal Service Building (TSB) Permit
- Asbestos Register
- Isolation of Fire Panels
Before a permit is signed off by Melbourne Airport, the Contractor Pre-Signoff Checklist must be
completed and signed.
Where SWMS are required, they must be submitted before issue of permit.
For more information on permits refer to the Melbourne Airport Permit Application Guidelines.
7.5.1 Excavation Permit

Any works requiring excavation of the ground shall also require an excavation permit. This is to aid in
preventing damage to existing services.
Contact: ExcavationPermit@melair.com.au - outside of security restricted areas
03 9297 1693 (Airport Lighting Manager) – within security restricted area

Note:
 Excavations within one meter of HV and gas must be utilise NDD (Non Destructive Digging), with a
member of APAM staff present.
 Care must be taken during all excavations as unidentified services may be present.
 Trenches must be inspected by relevant APAM staff before back filling according to relevant
standards.
 Trenches must be plotted by a registered surveyor, marked on as built drawings and submitted to
APAM CAD department in correct format.
7.5.2 Hot Works Permit

Any ‘hot works’ such as welding, grinding, cutting, etc. within areas protected by fire systems or
hazardous areas, such as the apron, will necessitate the issue of a Hot Works Permit.
The Terminal Electrical and Mechanical Maintenance Manager issue this permit.
Contact: fire.impairments@melair.com.au – outside of security restricted areas

0418 335 985 (Senior Airside Safety Officer) – within security restricted area
7.5.3 Ceiling Tile Permit

Any works requiring the dislodgment, replacement or movement of ceiling tiles within the International
Terminal will necessitate the issue of a Ceiling Tile Permit.
This permit authorises the contractor to disturb the ceiling tiles. The contractor shall ensure the safety of
the public in the area where tiles are to be accessed, and requires inspection of the area at the
completion of the works.

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Contact: Ceiling.access@melair.com.au
Permit must be carried by the contractor at all times whilst working in the affected area.
7.5.4 Ceiling Space Access Permit

Works requiring access to the trafficable ceiling within the Terminal Building (including the Domestic
Terminals) is controlled by Melbourne Airport as an Occupational Health and Safety measure.
Contractors requiring access to these areas must apply for a Ceiling Space Access Permit. Two working
days’ notice is required for this permit.
Contact: Ceiling.access@melair.com.au
7.5.5 Roof Access Permit

Work requiring access to roof areas at Melbourne Airport is controlled by Melbourne Airport as an
Occupational Health and Safety measure.
Contractors requiring access to these areas must apply for a Roof Access Permit and complete the online
induction.
Contact: Roof.access@melair.com.au
7.5.6 Tunnel Access Permit

Work requiring access to the tunnel system at Melbourne Airport is controlled by Melbourne Airport as
an Occupational Health and Safety measure.
induction.
Contact: Tunnel.access@melair.com.au
7.5.7 Plant Room Permit

Work requiring access to plant rooms at Melbourne Airport is controlled by Melbourne Airport as an
Occupational Health and Safety measure.
induction.
Contact: Plantroom.access@melair.com.au
7.5.8 Terminal Services Building (TSB) Permit

Work requiring access to Terminal Service Buildings TSB1 and TSB2 at Melbourne Airport is controlled by
Melbourne Airport as an Occupational Health and Safety measure.

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induction.
Contact: Plantroom.access@melair.com.au
7.5.9 Asbestos Registry

Anyone entering any restricted area (i.e. roof, ceiling, tunnels, TSB, plant rooms, penetration works) must
view and sign the asbestos register at a minimum of once a month or before each job.
To make an appointment to view and sign the register contact the Access Coordinator on 03 92971622.
7.5.10 Isolation of Fire Panels

This procedure applies to any requirement to isolate any part of a fire panel in an area operated by
Melbourne Airport. These areas include the International Terminal, Melbourne Cargo Centre and the
Terminal Services Buildings.
The isolation must be carried out by an electrical staff member of Melbourne Airport, or its authorised
fire systems maintenance contractor.
The consent of the Terminal Fire and Life Safety Coordinator must be given prior to any isolation within
the International Terminal or Terminal Services Buildings being undertaken.
 Please refer to the Fire Impairment Procedures and Guidelines (FSG05).

 Form: all relevant forms can be obtained from Project Manager.
7.6 Template
Request APAM templates for HV/LV works reports, Design requirement, Testing, equipment condition
report, equipment acceptance report and work equipment completion report.
7.7 Guidelines
The following guidelines assist with the compliance of this Standard:
• EMS003 – Legal and Other Requirements May 2013 (Environment

• Melbourne Airport Development Manual
• Melbourne Airport Airside Works Safety Policy
• Melbourne Airport Wildlife Hazard Management Plan
• Melbourne Airport Electrical services standards
• Melbourne Airport Mechanical services standard

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8. Review
This Standard may be altered from time to time by authority of the Engineering Standards team,
and references to this Standard mean this Standard as amended and in force from time to time.
This Standard document shall be reviewed by the Engineering Standards Manager at intervals of
12 months.
9. Document Control
File Name: \\airport.local\mel\Home\mahern\Template\APAC Standard Template.docx

Date Created: 01 December 2013
Owner: Engineering Standards Manager
Business Unit: APAM Operations - Airfield
Distribution: All Internal Staff and External Consultants / Contractors
Description: Aeronautical Ground Lighting Standard
Publish Date: 6 December 2013
Review by Date: 23/12/2013
Document ID: AS104 - Aeronautical Ground Lighting Standard
Version Number Date Details

1.0 04/09/2013 Initial Release
1.1 5/12/2013 Handed over to Standards Team
1.2 6/12/2013 Edited into APAM Template
1.3 23/12/2013 Edited - 5.31 Cans for Ground Lights

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APAM Operations - Airfield

Melbourne Airport Aeronautical Ground Lighting Standard 1

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5.24.1 General ........................................................................................................25

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7.3 Communication .....................................................................................................40

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Displaced Threshold: A threshold not located at the extremity of a runway.

The above is to be confirmed in MOS. 139.

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a) To reduce the risk of damage to aircraft running off a runway; and

b) To protect aircraft flying over it during the take-off or landing operations

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Taxiway Intersection: A junction of two (2) or more taxiways.

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4.2 Prominent Standards

4.2.1 FAA Advisory Circulars:

4.2.2 Implementation Standards

4.2.3 Lighting Systems

• ICAO: Annex 14 Aerodromes Volume 1 Aerodrome Design and Operation

4.2.4 Australian Standards

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5. Aeronautical Ground Lighting

5.1 Airfield Lighting Equipment Room (ALER)

Building services provision for ALER including the following is required:

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5.2 Power Transfer Time

Runway Classification Visual Aids Requiring Power Maximum Switchover Time

Precision approach CAT I Approach lighting 15 seconds

Table 4-1 Secondary Power Supply Requirements for Visual Aids

5.3 Constant Current Regulators (CCRs)

a) Assurance of no voltage or current in the CCR or primary series circuit;

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5.4 Interleaving of AGL Electrical Circuits

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Interleaving criterion is applicable where individual or addressable AGL switching is installed.

5.5 Installation of AGL Cables

a) 2uA for each AGL series transformer;

5.6 Approach Lighting

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5.8 Illuminated Wind Directional Indicator (IWDI)

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5.9 Runway Centreline Lights

5.10 Touchdown Zone Lighting (TDZ)

5.11 Runway Edge Lighting

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5.12 Runway Threshold and Runway End Lights

5.13 Taxiway Edge Lighting

5.14 Taxiway Centreline Lights

5.15 Runway Guard Light

5.16 Stop Bar

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5.17 Site Environmental Conditions

Installed Location / Outdoors - Refer AS 2312

Table 4.2 - General and Environmental Requirements

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5.18 Electrical Hand Over Items

5.18.1 Equipment Operating and Maintenance Manuals

5.18.1.2 Specific Manual Requirements

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