SANS10098-2

© SABS.
This non-printable standard is exclusively for approved users of the SABS’ Complete Collection of Standards and Related Documents.
The standard must reside on an internal network or intranet and may only be used for reference purposes in compliance with SABS
copyright rules. The standard or parts thereof may not be distributed in any form without permission from the SABS.
ISBN 978-0-626-24663-1
SANS 10098-2:2005
Edition 2
SOUTH AFRICAN NATIONAL STANDARD
Public lighting
Part 2: The lighting of certain specific areas of

streets and highways
Published by SABS Standards Division

1 Dr Lategan Road Groenkloof Private Bag X191 Pretoria 0001
Tel: +27 12 428 7911 Fax: +27 12 344 1568
www.sabs.co.za
© SABS
© SABS. This non-printable standard is exclusively for approved users of the SABS’ Complete Collection of Standards and Related Documents.
SANS 10098-2:2005
Edition 2
Table of changes
Change No. Date Scope
Foreword
This South African standard was approved by National Committee SABS SC 64C, Lighting and
optics - Luminaires, in accordance with procedures of the SABS Standards Division, in compliance
with annex 3 of the WTO/TBT agreement.
This edition cancels and replaces the first edition (SABS 098-2:1973).
Reaffirmed and reprinted in October 2010.

This standard will be reviewed every 5 years and
either be reaffirmed, amended, revised or withdrawn.
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Contents
Page
Foreword
1 Scope ..................................................................................................................................... 3
2 Normative references............................................................................................................. 3
3 Definitions .............................................................................................................................. 3
4 Roadway complexes.............................................................................................................. 8
5 Bridges ................................................................................................................................... 23
6 Roads with special requirements ........................................................................................... 24
7 Town and city centres and areas of civic importance ............................................................ 26
8 Pedestrian crossings.............................................................................................................. 29
9 Traffic circles .......................................................................................................................... 36
10 Lanes and alleys .................................................................................................................... 38
11 Tree-lined roads ..................................................................................................................... 38
12 Cul-de-sacs ............................................................................................................................ 40
13 Transition lighting ................................................................................................................... 41
14 Road tunnel and underpass lighting ...................................................................................... 42
15 Lighting for toll plazas ............................................................................................................ 45
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SANS 10098-2:2005
Edition 2
Public lighting
Part 2:
The lighting of certain specific areas of streets and highways
1 Scope
This standard lays down recommendations for the lighting of road areas of special importance and
where normal conventional street lighting techniques in accordance with SANS 10098-1 might not
apply.
2 Normative references
The following referenced documents are indispensable for the application of this document. For
dated references, only the edition cited applies. For undated references, the latest edition of the
referenced document (including any amendments) applies. Information on currently valid national
and international standards can be obtained from the SABS Standards Division.
ARP 035, Guidelines for the installation and maintenance of street lighting.
CIE 88, Guide for the lighting of road tunnels and underpasses.
SANS 10098-1, Public Lighting – Part 1: The lighting of public thoroughfares.
SANS 10389-3, Exterior lighting – Part 3: Guide on the limitation of the effects of obtrusive light
from outdoor lighting installations.
3 Definitions
For the purposes of this part of SANS 10098 the definitions given in SANS 10098-1 and the
following definitions apply:
3.1
adaptation lighting
lighting that is progressively reduced in intensity as a function of the distance from the tunnel portal
to allow the driver’s vision sufficient time to accommodate to the reduced levels of the interior
lighting
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3.2
average illuminance
Eave
arithmetic average of a series of illuminance values measured at a specified number of points
spread evenly over an illuminated area on a given surface
3.3
candela
cd
the International System of Units (SI) unit of light intensity
3.4
canopy
unit that covers the lane area to protect driver and toll attendant from sun and inclement weather
3.5
colour rendering
general expression for the ability of a light source to reveal colour, compared with that of a
reference source, for example, daylight, or a tungsten filament lamp
NOTE 'Good’ colour rendering implies similarity of appearance to that achieved when using the reference
source.
3.6
dark sky
night sky that is not subjected to the effects of light pollution
3.7
economic life
number of operating hours after which, by a combination of lumen reduction and lamp failure, the
light output of an installation has dropped by a certain percentage with respect to the initial value,
usually 30 %
3.8
Eco plaza
toll plaza situated in an ecologically sensitive area
3.9
ETC plaza
predominantly electronic toll collection plaza with some manual lanes at each side for non-electronic
(manual) toll collection
3.10
expressway
divided multilane road with full or partial control of access and generally with grade separation at
intersections
3.11
fire emergency lights
lights that comprise toughened glass bowls enclosing clear incandescent lamps or white LED point
sources arranged so that the filament or LED point source is proud of the tunnel wall; the glowing
filament or LED point source can then be seen through smoke
3.12
flicker frequency
number of pulses of light per second seen by a driver travelling at the speed limit in the confines of
a road tunnel
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3.13
freeway
motorway
expressway with full control of access and grade separation at all intersections
3.14
glare
obtrusive light that impairs the ability of the viewer to see detail or that degrades contrast or causes
discomfort
3.15
grade complex
complex of roads at the same level
3.16
grade separated intersection
intersection formed by roads crossing one another at different levels
3.17
high mast lighting
lighting installation where the mounting height of the luminaires exceeds 20 m
3.18
high volume plaza
toll plaza where throughput is in excess of 5000 vehicles per day and having six or more toll lanes
3.19
hot re-strike
time required for a hot lamp to re-ignite after the arc has been extinguished as a result of a voltage
dip
3.20
illuminance
luminous flux incident on a surface per unit area
NOTE The unit of illuminance used in this code is the lux (lm/m2)
3.21
illuminated advertising signs
advertising sign of any size that is illuminated either internally or externally
3.22
intensity
luminous flux emitted by a luminaire per unit solid angle in a given direction (SI unit is candela (cd))
3.23
interchange
system of interconnecting roads in conjunction with a grade separation or grade separations
providing for the interchange of traffic between two or more roads that cross one another
3.24
intermediate mast lighting
lighting installation where the mounting height of the luminaires exceeds 12 m but does not exceed
20 m
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3.25
intersection
general area where two or more roads join or cross at grade
3.26
IP rating
rating that classifies the degree of protection offered by an electrical enclosure against the ingress
of solids and moisture
3.27
iso-candela curve
curve (or a plane projection of this curve) joining all the points on an imaginary sphere (which has a
light source at its centre) at which the luminous intensity is the same
3.28
iso-candela diagram
array of iso-candela curves
3.29
iso-lux diagram
grid on which lines of equal illuminance are drawn
3.30
lane area
toll lane
area where the toll transaction is concluded
3.31
light pollution
upward directed or reflected light that serves no useful purpose and which, in turn, is reflected from
particulate matter in the atmosphere, veiling the clear vision of the night sky
3.32
long tunnel
tunnel longer than 125 m that requires both adaptation lighting and interior lighting by day and
interior lighting throughout by night
3.33
low volume plaza
toll plaza where throughput does not exceed 5000 vehicles per day and having five or fewer toll
lanes
3.34
luminous efficacy
ratio of luminous flux (in lumens) to the power consumed (in watts) of an electric lamp
3.35
lux
lx
the International System of Units (SI) unit of illuminance
NOTE One lux is equal to:
a) the illuminance produced on a surface of area one square metre by a uniformly distributed luminous flux of
one lumen, or
b) the illuminance produced at a surface all points of which are at a distance of one metre from a uniform point
source of luminous intensity of one candela.
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3.36
maintenance factor
factor that is used in calculating the level of illumination after a given period and under given
conditions, taking into account dirt accumulation, maintenance procedures, atmospheric conditions
and lamp lumen depreciation
3.37
marker lighting
light sources having a distinctive colour temperature that highlight the presence of a feature such as
emergency stopping bays in tunnels and on/off ramps on major roads
3.38
maximum illuminance
Emax
highest illuminance value measured at a specific point of a number of points spread evenly over an
illuminated area on a given surface
3.39
minimum illuminance
Emin
lowest illuminance value measured at a specific point of a number of points spread evenly over an
illuminated area on a given surface
3.40
minimum maintained average illuminance
specified minimum value of Eave at any time for a given installation
3.41
normal mast lighting
lighting installation where the mounting height of the luminaires does not exceed 12 m
NOTE Installations that comply with SANS 10098-1 are classified as normal lighting installations.
3.42
obtrusive light
spill lighting which, because of quantitative, directional or spectral attributes in a given context,
gives rise to annoyance, discomfort, distraction or a reduction in the ability to see essential
information
3.43
overpass
grade separation where the subject road passes over a road or railway that crosses its path
3.44
plaza apron
paved area before and after the toll lanes that allows approaching vehicles to diverge to an
operating toll lane and to converge after the toll transaction to join the toll road
3.45
short tunnel
tunnel not exceeding 125 m in length that might or might not be required to be lit during daytime and
night-time in order to provide the necessary levels of adaptation lighting required to allow the driver
to proceed in safety
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3.46
tollbooth
secure enclosure occupied by the toll attendant, where a window at a suitable height to serve both
light and heavy vehicle drivers allows the toll attendant to collect toll fees and to provide change and
receipts
3.47
toll plaza
complete toll-collecting installation including plaza apron, tollbooths and lanes together with
associated lighting
3.48
uniformity ratio
Uo
variation of illuminance from the lowest value to the average value measured at a specified number
of points spread evenly over an illuminated area on a given surface, and expressed as a ratio
3.49
utilization factor
ratio of the luminous flux reaching the area to be illuminated to that emitted by the lamp(s) of the
luminaire, approximating the cumulative effect of the beam factor and the waste light factor
3.50
waste light factor
proportion of luminous flux falling outside the area to be illuminated to that falling within the area
4 Roadway complexes
4.1 General
Roadway complexes include conflict areas such as shopping streets, road intersections, road
interchanges, traffic circles, queuing areas, etc. The lighting of roadway complexes, at first glance,
appears to be a very complicated problem. It becomes apparent upon analysis, however, that each
such area consists of one of a few basic types of situation, or a combination of two or more of these
types. Each type or combination creates similar visual problems.
4.2 Grade complexes
4.2.1 Function of the lighting of grade complexes
The lighting should reveal, without glare, the existence of the complex, the positions of the kerbs,
the directions of the roads, the presence of any pedestrians, the movement of any vehicles, and the
presence of any obstructions in the vicinity of the complex.
It is not a primary function of the lighting to indicate the routing of the traffic. It is, however, important
that the lighting installation should not give misleading information.
4.2.2 Levels of illuminance
4.2.2.1 The lighting problems on all grade complexes are fundamentally the same. The
recommended illuminance levels in table 1 are mainly intended for use when the conventions for
road surface luminance calculations do not apply or are impractical. This can occur when the
viewing distances are less than 60 m and when several observer positions are relevant. The
illuminance levels are simultaneously intended for other road users in the conflict area as well as
application for pedestrians and pedal cyclists.
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4.2.2.2 The recommended illuminance levels are represented for five different classes of roadway
complexes, where the selection of class depends on the level of crime risk, whether facial
recognition is required, the difficulty of the navigational task, the volume of traffic flow for
pedestrians and the ambient brightness levels. Table 2 gives a guideline for the selection of the
correct class of illuminance level, which should apply.
4.2.2.3 Where the feeder roads to a roadway complex are already illuminated or will be illuminated
in the future to a specific luminance value, then the luminance value of the roadway complex
(multiply by a factor of 15 to get the required average illuminance) should be that of the next higher
road class (see SANS 10098-1), or the selection from table 2, whichever is the highest.
Table 1 — Recommended illuminance levels for roadway complexes
1 2 3
Horizontal illuminance
Class lx
Eave (minimum maintained) Emin (minimum)
0 50 0,4
1 30 0,4
2 20 0,4
3 15 0,4
4 10 0,4
5 7,5 0,4
Table 2 — Selection of classes for roadway complexes
1 2 3 4 5 6 7 8 9
Traffic flow pedestrians
High Normal
Crime Facial Navigational
risk recognition task Ambient brightness Ambient brightness
High Medium Low High Medium Low
Class
High 0 0 1 1 1 2
Normal 1 1 1 2 2 3
High Necessary
High 1 2 2 2 3 3
Normal 1 2 2 2 3 4
High 2 2 3 3 4 4
Normal Unnecessary
Normal 2 3 3 4 5 5
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4.2.3 Lighting technique
4.2.3.1 Luminaires should be located to reveal vehicles and pedestrians in intersection areas, on
pedestrian footpaths, and on adjacent roadway areas. See clause 5 in SANS 10098-1:1990 as well
as figures 1 to 5 for the siting of luminaires at grade complexes.
4.2.3.2 The choice of the positions for the lighting columns should be made after consideration of
the lines of traffic flow, the sight lines within merging vehicle lanes, and the areas of possible
collisions. Figure 2 indicates the flow lines at a simple oblique junction and may be used to indicate
the principle that governs the recommendations in this part of the standard.
Traffic from A to B has a simple route but at about point 1 there must be a clear vision of any
vehicle near point 2 which may turn from C to B.
Traffic from A to C requires the same line of vision 1 to 2 but also needs clear vision of any vehicle
near point 3, to judge both speed and direction of the vehicle before crossing its path. The corner of
the kerb at 9 must also be clearly visible.
Traffic from B to C requires the line of vision 3 to 1 for the same reason, and also needs clear vision
from about point 4 of any vehicle or obstruction which may be some distance along road C, say at
point 5.
Traffic from B to A requires the same lines of vision from 3 to 1 and from 4 to 5 in order to judge the
speed and direction of a vehicle before crossing its path; clear vision from about point 4 to point 6 is
also needed to judge the movement of any vehicle emerging from road C.
Traffic from C to A has a fairly simple route but at about point 2 there should be clear vision of any
vehicle near point 4 with which its path may merge.
Traffic from C to B has perhaps the most difficult route, turning at a relatively blind corner into a
straight road. Clear vision is required along the line 5 to 2 to 1 to judge vehicles approaching from
road A and along the line 2 to 4 and 8 to 3 for vehicles approaching from road B.
4.2.3.3 These considerations lead to the positions of luminaires illustrated in figures 3 to 5, and
spacings which are suggested as a reasonable compromise between "silhouette" vision, which
would give hard shadows, and lighting from several sources, which is a flood-lighting technique and
which should be at a higher level to give ready recognition of obstructions and movements.
The closer spacings for the luminaires sited around the complex should ensure that the general
level of illuminance and luminance in the area of the complex is in accordance with 4.2.2.
4.2.3.4 If the number of points of conflict between the traffic streams is reduced by traffic signals,
some of the strict rules for the siting of luminaires may be relaxed. Care should, however, be taken
that the quantity of luminous flux at the complex is not thereby reduced.
It might be necessary to increase the luminous flux per column (by using more luminaires per
column or by increasing the power of the source) to achieve the required level of illuminance and
luminance in some complexes.
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● = Luminaire position
Figure 1 — Grade intersections
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Figure 2 — Traffic flow pattern in typical oblique junction
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ο = Luminaire position
I, II and III = Observer position
Figure 3 — Typical oblique T-junction (to the right) with straight major road
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Figure 4(a) — Typical oblique T-junction (to the left) with straight major road
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Figure 4(b) — View from I
Figure 4(c) — View from II
Figure 4(d) — View from III
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Figure 5(a) — Typical oblique T-junction with bend in major road
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Figure 5(b) — View from I
Figure 5(c) — View from II
Figure 5(d) — View from III
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4.3 Complex grade separated interchanges
4.3.1 General
Because of the variation in design and complexity of grade separated interchanges, the
recommendations are based on general principles and are not precise or specific to any particular
layout. Complex grade separated interchanges can be treated as a combination of carriageways
and intersections for which recommendations have already been given. However, it is preferable to
give special consideration and treatment to such interchanges for the following reasons:
a) Such complex interchanges comprise a number of carriageways crossing at differing levels and
with numerous junctions and curves, often of small radius. Consequently lighting by conventional
methods as recommended in SANS 10098-1 might result in a confusing array of light sources
(see figure 6).
Figure 6 — Perspective view of a complex interchange with normal lighting
b) The speed of the traffic on the main routes, where divergence and convergence of other traffic
streams occur, necessitates better seeing conditions and therefore higher levels of illuminance
and luminance of carriageway surfaces, contrasting backgrounds, vehicles and obstacles at
these locations.
c) Even with cut-off luminaires it might be difficult to avoid glare at some points because
carriageways cross at varying angles and levels.
4.3.2 Function of the lighting
The factors that increase the difficulty of the visual task in negotiating complex interchanges are:
a) changes in direction and radius of curvature of carriageways.
b) changes in speed associated with (a) and acceleration and deceleration on joining or leaving
high speed traffic streams with resultant merging and weaving manoeuvres.
c) the need to assimilate rapidly visual information about the layout of the interchange. The lighting
should reveal the direction and edges of the carriageways with particular emphasis on medians,
noses of kerbs, etc. Vehicles should be clearly lit by direct light since in many cases "silhouette"
vision might be impossible, or inadequate for rapid appreciation of the situation.
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4.3.3 Lighting levels
The standard of lighting at grade separated interchanges should be at least that applicable to
class A1 roads (see SANS 10098-1) with an average level of luminance of at least 1,5 cd/m2, or
class 2 from table 1. At exits from and entrances into the main routes, the average level of
luminance can be increased to 2 cd/m2. The uniformity ratio between minimum and average should
not be less than 0,4.
4.3.4 Technique of lighting
4.3.4.1 Carriageways
Luminaires with low glare values, if used at normal mounting heights, should be installed in
accordance with the recommendations of SANS 10098-1 for class A1 roads with particular
reference to reduced spacing on curves, gradients, and humps. Attention should also be given to
the recommendations in 4.2.3 for junctions.
For the reasons set out in 4.2.3, consideration should be given to the use of sources with higher
light output or clusters of luminaires mounted at heights of 20 m or more (see figure 7) and so
spaced as to provide as much uniformity as possible on the carriageways. The luminaires should be
of low glare and if conventional floodlights are used, the peak beam shall not be aimed higher than
65° from the downward vertical so as to reduce glare to the minimum and permit spacing to
mounting height ratios of the order of 3:1.
In selecting the type of mast and luminaire, particular attention should be paid to problems of
accessibility and maintenance. If the level of luminance is in accordance with the recommendations
in 4.3.3, supplementary lighting of short underpasses occurring in the interchange might not be
necessary, depending on the width and height of the underpass in relation to the length and to the
reflection factors of the various surfaces.
Figure 7 — Perspective view of a high mast installation on the

same complex interchange as shown in figure 6
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The use of continuous rows of luminaires mounted in the parapet or guardrail may be considered
for use on narrow carriageways where the pavement is also narrow and a mounting height of
approximately 1 m can be provided. The cut-off of light above the horizontal and along the axis of
the road should be carefully controlled by suitable luminaire design so as to avoid glare. Single-
sided parapet lighting is not recommended for roads of more than one carriageway, and double-
sided not for roads of more than two carriageways.
4.3.4.2 On ramps and off ramps
Good lighting of ramps, especially their points of intersection with the main route, is important for
the reasons given under 4.3.2.
The width of ramps is usually small (of the order of 6 m) and standard types of streetlight luminaires
could be mounted at a reduced height, for example, 10 m or less, with appropriate spacing. Where
possible, luminaires should be mounted on the outsides of curves and on the outsides of straight
sections of the ramp.
Because of the acute angle of entry or exit (often occurring simultaneously on opposite sides)
extreme overall widths of carriageways of up to 40 m or more might be encountered. If opposite
arrangement is employed on the main route it might be necessary to install additional centrally
mounted luminaires, depending on the mounting height, in the vicinity of the ramp intersections.
Where centrally mounted luminaires are installed on the main route, the ramp lighting on the outside
should commence at the point where the overall carriageway width starts to increase (see figures 8
and 9).
When high mast lighting is utilized, the lighting of the ramps will be taken into account in the layout
but it could be necessary to install one or two standard luminaires at normal mounting height on the
fringes of the high mast lighting area for "fill in".
Parapet lighting on ramps will require to be augmented by higher mounted luminaires over the area
of intersection with the main route unless this is a relatively narrow carriageway also equipped with
parapet lighting.
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Figure 8 — On ramp
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Figure 9 — Off ramp
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5 Bridges
5.1 General
Bridges and grade separated interchanges are in principle the same type of structure and, in
general, the same lighting is recommended for both.
5.2 Technique of lighting
5.2.1 Normal modern bridges
5.2.1.1 Modern bridges are usually so constructed that there is no difference between the width of
the carriageway on the bridge and its width on the approach roads. Furthermore, where there is
also no difference in the gradients of the carriageway on the bridge and of the approach roads, the
lighting of the bridge should be continuous with the approach roads and to the same standard using
the same functional road lighting luminaires. Kerb lighting is not recommended except for
demarcation purposes.
5.2.1.2 A special solution for bridges is to use parapet lighting (see 4.3.4). Luminaires with
fluorescent tubes are mostly used for this purpose. This solution is the only one keeping a bridge
free of all kinds of poles or other supporting structures. In addition, it provides a perfect visual
guidance, even if the transverse luminance uniformity is relatively low. Note also that due to the low
mounting height (Hm) of the luminaires (Hm ≤ 1m), the luminance calculation on the road itself
cannot be performed.
5.2.1.3 Another solution that can be considered is that of dimmable LED road studs or LED
bollards on the bridge parapet, to provide excellent visual guidance but very little illuminance and
luminance on the road surface.
5.2.1.4 Post top luminaires on the parapets of the bridge are not recommended unless they are
accurately optically controlled to illuminate the carriageway on the bridge to the same standard and
luminance characteristics as the lighting on the approach roads, and unless glare from these
luminaires is strictly controlled.
5.2.2 Bridges with abnormal features
Where the carriageway on the bridge is narrower than those of the approach roads, one or more
luminaires of at least twice the downward light output ratio of others in the road should be mounted
at the point(s) of junction between the bridge and road. In addition, reflective warning signs should
be mounted on the margins of the bridge and facing the oncoming traffic.
Any horizontal curve should be lit in accordance with the recommendations given in
appendix C of SANS 10098-1:1990, and hump-back bridges should be lit in accordance with
5.2 of SANS 10098-1:1990.
5.2.3 Pedestrian and cycle bridges
Where bridges are constructed for pedestrians or cyclists only, the requirements are not as critical
as for vehicular traffic. A suitable illuminance level may be selected from six classes of
recommended horizontal values (see table 3). Table 4 gives a guideline to assist in the selection of
the correct class of illuminance level, which is dependent on the level of crime risk, whether facial
recognition is required, the volume of traffic flow for cyclists and the ambient brightness level.
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Table 3 — Recommended illuminance levels for cycle and pedestrian ways
1 2 3
Horizontal illuminance
Class lx
Eave (minimum maintained) Emin (maintained)
1 15 5
2 10 3
3 7,5 1,5
4 5 1,0
5 3 0,6
6 2 0,6
Table 4 — Selection of classes for cycle and pedestrian ways
1 2 3 4 5 6 7 8
Traffic flow cyclists
High Normal
Crime Facial
risk recognition Ambient brightness Ambient brightness
High Medium Low High Medium Low
Class
1 2 3 1 2 3
High Necessary 1 2 3 2 3 4
2 3 4 3 5 5
Normal
Unnecessary 3 4 5 4 5 6
6 Roads with special requirements

6.1 General
This subsection makes recommendations for street lighting in areas where confusion to other forms
of transport, or annoyance or disruption of activities might be caused by unmodified street lighting.
These areas include the vicinities of airports, railways, docks, navigable waterways, and drive-in
cinemas.
6.2 Street lighting in the vicinity of airports

Where a street to be lighted passes near the boundaries of an airport, the Civil Aviation Authorities
should be consulted to ascertain whether any special requirements are applicable to any sections of
the airport. This is usually the case where the road runs in the proximity of the end of a runway.
Luminaires with a total cut-off angle at 90o from the downward vertical and mounted at a 0° rake
angle will generally be required. Mounting height might be limited so that no part of the installation
extends into the aircraft approach envelope. Red aviation warning beacons could be required to be
installed on top of each street light pole. The poles could be required to be frangible.
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Generally all lighting of streets near an airport boundary should be of the cut-off type (see
SANS 10098-1). Stricter control is generally not necessary in the vicinity of major airports but total
cut-off might be required near small airports equipped only with low intensity aids to night flying. The
standard of lighting should be in accordance with the class of the road as detailed in
SANS 10098-1.
Where lower mounting heights are required by responsible authorities for roads near the ends of
runways, closer spacing will be required, and the size of the light source should be reduced
accordingly. In certain extreme cases low-level lighting (under 3 m mounting height) might be
required. In this case the principles applicable to parapet lighting (see 4.3.4) should be observed.
Unless satisfactory lighting can be obtained by this means, it could be better to omit all lighting of
the street in this area, in which case advance warning signals should be displayed.
6.3 Street lighting in the vicinity of railways, docks, and navigable waterways
Where the lighting is visible from the track or water, and is likely to cause confusion or interfere with
the proper recognition of signal systems, the responsible authority should be consulted. In general,
cut-off luminaires should be used and care taken to avoid the use of lamps whose colour could be
confused with the colours of signals.
Where the road runs parallel to the track or waterway, the luminaires should generally be mounted
on the side of the road nearest the track or waterway. Additional screens could be affixed to the
sidewalk side of the luminaire, or that side of the diffuser bowl could be obscured to restrict visibility
of the light source from the usually lower lying tracks or water surface. Re-adjustment of the location
of the luminaires or a substantial increase in mounting height to well above normal signal levels
might obviate the possibility of confusion.
6.4 Street lighting in the vicinity of drive-in cinemas

6.4.1 Considerations
There are two aspects to be considered in this connection:
a) impairment of the vision of the patrons; and
b) class of the road
6.4.2 Impairment of vision

To avoid spill light from the luminaires falling onto the cinema screen and to prevent the light
sources from being seen by patrons, total cut-off lighting should be used. When the street is level
with or above the bottom of the cinema screen, visibility of the source might be difficult to avoid. The
owners of the cinema should erect screens to prevent the sources from being seen by the patrons.
Careful location of the cinema screen and the luminaires in relation to each other could obviate the
need for further measures.
NOTE It is extremely important that the face of the cinema screen is not visible from any point of the road.
The projected film could be distracting for passing motorists, and cars parked on the side of the road to view
the film could cause dangerous obstructions.
6.4.3 Class of the road

Drive-in cinemas are usually located at the edge of built-up areas. One or two high volume peaks of
very fast moving vehicles normally characterize night traffic along a road in the vicinity of such a
drive-in cinema immediately after performances. If there is otherwise fairly heavy traffic along the
road during the first half of the night, class A2 lighting (see SANS 10098-1) should be installed, but
if the normal traffic is light, the lighting may be reduced to class A3 level. After a suitable interval
has elapsed after the last performance, and if considered desirable, the general level of lighting may
be reduced, though still maintaining the recommendations of SANS 10098-1, or all lighting should
be switched off.
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7 Town and city centres and areas of civic importance

7.1 General
The lighting of areas covered by this section could vary widely according to local circumstances and
requirements. It is difficult therefore to lay down specific levels for luminance or illuminance to be
provided. The main considerations are that the lighting should be of a high standard, and that
adequate attention should be paid to aesthetics. In addition to the normal lighting requirements, it
might be necessary to apply one of the recommended semi-cylindrical illuminance values from
table 5 for pedestrian areas for the purposes of reducing crime and suppressing feelings of danger.
Table 6 gives a guideline to assist in the selection of the correct class of illuminance level, which is
dependent on the level of crime risk, whether facial recognition is required, the volume of traffic flow
for drivers and the ambient brightness level.
Table 5 — Recommended semi-cylindrical illuminance value for town and city
1 2
Semi-cylindrical illuminance
Class
Emin (semi-cylindrical)
lx (maintained)
1 10
2 7,5
3 5
4 3
5 2
6 1,5
7 1
8 0,75
9 0,5
Table 6 — Guideline for the selection of semi-cylindrical classes
1 2 3
Classes from table 1 Classes from table 3
Reference classes from tables 1 and 3 0 1 2 3 4 5 4 5 6
Additional semi-cylindrical illuminance class 1 2 3 4 5 6 7 8 9
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7.2 Function of the lighting

Lighting for these areas should:
a) provide a level of road surface luminance on the streets as recommended in table 1 of

SANS 10098-1:1990;
b) ensure a high level of general illuminance having good colour rendering and warmth, whereby
the appearance of concentrations of pedestrians is enhanced and social and business activities
are encouraged;
c) give adequate coverage of the whole visual scene including buildings, plazas, gardens, etc., thus
creating a bright and attractive impression;
d) where appropriate, include the floodlighting of monuments, buildings, fountains, gardens, etc.,
which form part of the area under consideration; and
e) be provided by means of equipment and mountings that are in harmony with the surroundings
both by day and by night and avoid, as far as possible, detracting from the appearance of the
general scene or objects of special interest.
7.3 Levels of illuminance

As explained in 7.4, it is considered that the technique of area lighting is more suited to the design
of lighting installations covered by this section than the methods recommended in SANS 10098-1
and that the design could be more appropriately undertaken in terms of illuminance than of
luminance.
Generally, for normal lighting requirements, the recommended levels in table 1 could be applied for
town and city centres. However, when illuminating building facades, monuments, squares,
landscaping areas, etc., higher levels of vertical illuminance may be required. Some specific
horizontal illuminance levels are given below:
a) category AA installation (areas of greatest civic importance): Eave = 50 lx
b) category AB installation (other civic areas): Eave = 30 lx
c) pedestrian malls and footpaths: Eave = 30 lx
d) pedestrian subways: Eave = 160 lx (and with adequate light directed to walls and ceiling)
7.4.1 Various methods may be employed to produce a satisfactory lighting installation, for
example:
a) Class A street lighting installations (see SANS 10098-1), supplemented by additional street
lighting or floodlighting as required, mounted on columns or buildings.
b) A lighting installation as in (a) above but employing closer spacing, or different light sources, or
both, to emphasize the greater importance of the location.
c) Luminaires of special character (design, or light source, or both) at intermediate mounting

heights (12 m to 20 m) on poles or buildings.
d) Luminaires of suitable types on high masts (20 m to 36 m) or on buildings at a similar height.
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7.4.2 The following considerations should be considered in the choice of layout and equipment:
a) Layout: In general, fewer poles and a greater mounting height are preferable to avoid visual
confusion and glare, but a great deal depends on the availability of suitable mounting positions
and on factors such as the presence of trees.
b) Luminaires: Luminaires of special character and which are in harmony with the architectural
features of the area should be selected. Glare should be avoided, and low luminance diffusers
should be employed, where necessary.
c) Light sources: Preference should be given to light sources of good colour appearance and
having good colour rendering properties, such as metal halide lamps.
d) Light distribution: The light distribution on streets and footpaths forming part of the area
should be such as to ensure a uniformity ratio of illuminance in accordance with table 1 of
SANS 10098-1:1990, with low glare. However, a limited amount of controlled glare may be
provided by design, for example, to give “sparkle” where this is considered necessary to suit a
particular situation.
e) Floodlighting: Where floodlighting is employed, care should be taken to ensure that floodlights
are concealed or mounted in such positions that glare (direct or reflected or both) at normal
viewing angles is avoided.
f) Maintenance: Special consideration should be given to maintenance, especially if equipment is

selected for intermediate or greater mounting heights. Attention should also be given to the
possibility of vandalism in the case of floodlights and equipment installed at or near ground level.
g) Decorative lighting: Possible future requirements for decorative lighting (for Christmas festivals,
etc.) should be kept in mind when design and layout are considered, and suitable provision
should be made at the planning stage.
7.5 Lighting design calculations

The following design procedures are recommended:
a) decide on the minimum level of lighting, whether category AA or AB (see 7.3);
b) select a suitable method of lighting (see 7.4.1); and
c) determine the total area to be covered, and on this basis calculate the horizontal, or vertical or
semi-cylindrical (or any combination of these) illuminance levels required. Adjacent buildings will
normally determine the boundary of the area, or an arbitrary line may be drawn to demarcate the
important area to which attention is to be directed.
7.6 General design considerations

The achievement of a satisfactory installation requires careful and imaginative attention to the
selection of equipment and choice of layout and, in case of doubt, assistance with regard to the
aesthetic aspects should be sought from architects or landscape designers. It is also imperative that
the lighting installation produces a minimum amount of obtrusive lighting, and in this regard the
installation should meet the criteria stipulated in SANS 10389-3.
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8 Pedestrian crossings
A pedestrian crossing a street at night presents a very demanding visual task to a motorist, and
every effort should be made to reveal him to the motorist at a safe distance (even before he steps
off the footpath). This is then the main function of the lighting and, although the pedestrian has to
see where he is going, this would be a secondary function.
The main function could be achieved by using a specially designed luminaire with an asymmetrical
optical system, which provides a high vertical illuminance on pedestrians (see typical distribution in
figure 10). Horizontal illuminance provided by the normal street lighting luminaires should be
minimized in the area of the pedestrian crossing, i.e. one should avoid placing a normal street
lighting luminaire close to the crossing in order to avoid shadows.
Figure 10 — Typical light distribution of a luminaire for pedestrian crossing
The optical part of the luminaire should be designed in such a way that it does not glare the driver.
For this reason, the luminous intensity values for a flux of 1000 lumens and for the angles of 65°
and 80° from the downward vertical and in the directions close to that of the driver (see figure 11)
should not be greater than:
2
I65 = 20 cd/m
I80 = 15 cd/m2
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● = Luminaire position
Figure 11 — The optical part of the luminaire design
8.2 Road surface

A pedestrian crossing is usually marked by means of a series of alternate black and white lines,
approximately 0,5 m wide, forming a zebra pattern and extending to the vertical faces of the kerbs
where they appear in the form of alternate black and white vertical bars. It is recommended that the
white lines be of smooth texture and the black lines, which are usually formed by the unpainted road
surface, be of rough texture. This is important to ensure that the lines are visible from as great a
distance as possible along the road, even in wet conditions.
8.3 Lighting installation geometry

For determined direction of circulation, the lighting fitting should be placed upstream from the
pedestrian crossing, at a height of 5,7 m and with an overhang of 1,5 m from the left edge of the
carriageway. In cases where two fittings are necessary, the second one should be placed
symmetrically on the right side of the carriageway (see typical installation geometries in table 7).
Table 7 — Recommended type installation geometries
1 2 3 4 5 6 7 8 9
Width of road
Road 2 × 3,5 m 3 × 3,5 m
luminance Unidirectional Bidirectional Unidirectional Bidirectional
cd/m2 1 2 2 4 1 2 2 4
luminaire luminaires luminaires luminaires luminaire luminaires luminaires luminaires
0 Aa) – C a) – – Ea) – F a)
0,5 A – C – – E – F
1 A – C – – E – F
1,5 A – C – – E – F
2 A B a) C D a) – E – F
a)
See figures 12 to 17 for types A to F.
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Typical layouts of pedestrian lighting are shown in figures 12 to 17:
■ = Luminaire position
1 = access zones
2 = zone of the crossing
3 = zones of the footpaths
4 = line of Eave
Figure 12 — Type A
1 = access zones
4 = line of Eave
Figure 13 —Type B
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1 = access zones
4 = line of Eave
Figure 14 —Type C
1 = access zones
4 = line of Eave
Figure 15 —Type D
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1 = access zones
4 = line of Eave
Figure 16 —Type E
1 = access zones
4 = line of Eave
Figure 17 —Type F
8.4 Zones in a pedestrian crossing

a) Access zones. Rectangular zones whose width equals 6 m and whose length covers the width
of the carriageway, situated on each side of the crossing zone.
b) Zone of the crossing. Rectangular zone whose width equals 3 m and whose length covers the
width of the carriageway. In fact, it considers the pedestrian crossing itself.
c) Zones of the footpaths. They are situated on each side of the crossing zone (pedestrian
crossing itself) on a length of 3 m having a depth of 1 m.
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8.5 Calculation zones
8.5.1 The vertical illuminance (facing the driver) should be calculated on a line passing through the
middle of the zones of the crossing and footpaths, perpendicularly to the road at a height of 1,5 m.
8.5.2 The distance between calculation points should be 50 cm maximum with a minimum of
15 points in the crossing zone and three points in the access zones (taking the edges into account).
8.5.3 Three different calculations should be made; two in the zones of the footpaths and one in the
crossing zone.
8.5.4 For horizontal lighting, a calculation grid should consist of a regular net covering each
particular zone; the maximum distance between two successive points of the grid should be 50 cm,
longitudinally as well as transversally. Illuminance values should be calculated at ground level.

The recommended average vertical and horizontal illuminance values for pedestrian crossings shall
be as shown in tables 8, 9 and 10:
Table 8 — Average vertical illuminance values for pedestrian crossings
1 2 3 4 5 6
Width of road
2 × 3,5 m
Average road luminance E ave (vertical) at 1,5 m
2 lx
cd/m
Crossing Footpath
1 luminaire 2 luminaires 1 luminaire 2 luminaires
E ≥ 50 – ≥8 –
L ≤ 0,5
Uo ≥ 25 – ≥ 45 –
E ≥ 110 – ≥ 20 –
0,5 < L ≤ 1
Uo ≥ 25 – ≥ 45 –
E ≥ 195 ≥ 210 ≥ 35 ≥ 60
1<L≤2
Uo ≥ 25 ≥ 40 ≥ 45 ≥ 50
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Table 9 — Average horizontal illuminance values for pedestrian crossings
1 2 3 4 5 6 7 8 9 10 11 12 13 14
Width of road
2 × 3,5 m
Average
Eave (horizontal) at 0 m
road
lx
luminance
Crossing Footpath Access
cd/m2
1 luminaire 2 luminaires 1 luminaire 2 luminaires 1 luminaire 2 luminaires
Unidirectional Bidirectional Unidirectional Bidirectional Undirectional Bidirectional Unidirectional Bidirectional Unidirectional Bidirectional Unidirectional Bidirectional
E ≥ 50 ≥ 100 – – ≥ 15 ≥ 45 – – < 15 < 25 – –
L ≤ 0,5
Uo ≥ 25 ≥ 45 – – ≥ 45 ≥ 55 – – – – – –
E ≥ 110 ≥ 230 – – ≥ 40 ≥ 100 – – < 25 < 50 – –
0,5 < L ≤ 1
Uo ≥ 25 ≥ 45 – – ≥ 45 ≥ 55 – – – – – –
E ≥ 200 ≥ 400 ≥ 230 ≥ 460 ≥ 65 ≥ 175 ≥ 100 ≥ 205 < 45 < 90 < 50 < 100
1<L ≤ 2
Uo ≥ 25 ≥ 45 ≥ 40 ≥ 45 ≥ 45 ≥ 55 ≥ 45 ≥ 55 – – – –
Table 10 — Average vertical and horizontal illuminance values for pedestrian crossings
1 2 3 4 5 6 7 8 9 10
Width of road
3 × 3,5 m
Average road
luminance Eave (vertical) at 1,5m Eave (horizontal) at 0 m
lx lx
Edition 2
SANS 10098-2:2005
cd/m2 Crossing Footpath Access
Crossing Footpath
Unidirectional Bidirectional Unidirectional Bidirectional Unidirectional Bidirectional
E ≥ 70 ≥ 15 ≥ 75 ≥ 150 ≥ 30 ≥ 65 ≥ 15 ≥ 35
L ≤ 0,5
Uo ≥ 45 ≥ 45 ≥ 40 ≥ 45 ≥ 45 ≥ 50 – –
E ≥ 150 ≥ 40 ≥ 150 ≥ 325 ≥ 70 ≥ 140 < 40 < 75
0,5 < L ≤ 1
Uo ≥ 45 ≥ 45 ≥ 40 ≥ 45 ≥ 45 ≥ 50 – –
E ≥ 250 ≥ 75 ≥ 275 ≥ 575 ≥ 120 ≥ 250 < 65 < 130
1<L≤2
Uo ≥ 45 ≥ 40 ≥ 40 ≥ 45 ≥ 45 ≥ 50 – –
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8.7 Lighting technique

Light sources of a characteristic colour over the area of the pedestrian crossing, and advance
warning signs and signals some distance before the crossing, should be used to indicate the
presence of a pedestrian crossing. This is particularly important on roads having high traffic
volumes, as vehicles nearer to the crossing may obscure perception of the zebra lines by motorists
further away.
9 Traffic circles
9.1 General
9.1.1 Traffic circles (or roundabouts) are very particular parts of road networks. They consist of a
central area surrounded by a carriageway.
9.1.2 During the daylight hours the presence of these roundabouts is made known by means of
road signs. At night these signs are less visible so the roundabouts have to be illuminated to make
the motorists aware of the discontinuity in the road layout. Motorists should be aware of any new
road situation from a distance of about 250 m (this distance assumes a speed limit of 90 km/h).
9.1.3 A roundabout should be visible well in advance even during the daylight hours and for that
reason a monument, mound or plants should be laid in its centre. If these objects have high
reflective properties in the direction of the motorist, they will be visible during the night as well.
9.2 Function of lighting
9.2.1 It is necessary to light a roundabout for the following reasons:
a) In urban areas it is always necessary to light roundabouts. All the access roads are lit and it is
necessary to ensure the continuity in lighting in these areas.
b) In sub-urban areas, lighting of roundabouts is very often recommended. For safety reasons,
lighting is imposed in the case where at least one of the access roads has been lit or when there
is mixed traffic (with cyclists and pedestrians).
c) In the countryside, lighting is not essential in the case where none of the access-roads are lit for
safety reasons. However, when at least one of the access roads is lit, it is necessary to employ
lighting installations on a roundabout.
9.2.2 A roundabout should be clearly recognizable from a long distance. Regarding that, lighting
installations should be employed:
a) to provide a brightness contrast between the roundabout and its immediate surroundings; and
b) to help to reveal the upcoming road situation.
9.2.3 An approaching motorist could be made aware of an obstruction ahead of his vehicle by
different means, such as:
a) different arrangements of the lighting masts immediately before the roundabout, for example, the
last few masts before the roundabout could be moved from the sides of the road to the central
reserve, or vice-versa;
b) a difference in the mounting height of luminaires, for example, 8 m masts instead of 12 m masts,
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c) using a different type of luminaire to that used on the access roads; or
d) using a different type of lamp, for example, using metal-halide lamps, giving white light, instead
of high-pressure sodium lamps, giving yellow light, used on access roads.
9.2.4 For safety reasons special attention should be given to the lighting installations on access
roads. When the roundabout is lit and the access roads are not, the motorist going out of the
roundabout experiences a problem known as the “black hole effect”. This problem could be avoided
by having lighting installations on the access roads too, on at least a distance equal to the stopping
distance calculated on the basis of the maximum authorized speed. (Recommended luminance
level is 15 lx to 20 lx.)
9.3 Different systems of roundabout lighting
9.3.1 Peripheral lighting installation
9.3.1.1 Lighting masts are placed on the outside of the roundabout facing inwards, at least 1 m
behind the kerb.
9.3.1.2 In this type of installation:
a) It is recommended to avoid installing poles on the direction island at the entrance of the
roundabout.
b) In the case of a single-sided installation on the access-road, placing the poles on the right side
should be avoided in order to assure good visibility of any situation on the right for the motorists
approaching the roundabout, because in most cases there is a priority for the vehicles on the
roundabout itself.
c) Luminaires could be equipped with special optics, which provide good vertical illuminance across
the road.
9.3.1.3 Advantages of this type of installation:
a) good visual perception of the geometry of the roundabout;
b) very good visibility of the kerb surrounding the central part of the roundabout and readability of all
traffic signs (due to very good vertical illuminance);
c) very good visibility of all the vehicles inside the roundabout (positive contrast);
d) an efficient solution considering power consumption and relatively easy maintenance; and
e) very good visual comfort because of low glare rating.
9.3.1.4 Disadvantage of this type of installation:
The central part of the roundabout (especially for large roundabouts) is not well lit and consequently
is not visible enough from long distances.
9.3.1.5 Solutions to the disadvantage in 9.3.1.4 are, for example,
a) illumination of vegetation or some architectural structure on the central island,
b) placing of a special luminous structure in the centre, and
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c) when nothing else can be done, making the central island cone-shaped or installing low intensity
lighting at a mounting height of 3 m to 4 m (or both), or traffic signals lit from underneath (for
safety reasons, optics and all electric parts should be placed under the level of the ground).
9.3.2 Central lighting installation
9.3.2.1 A single mast is installed in the centre of the island. This type of installation is applicable
under the following conditions:
a) radius of central island > 10 m;
b) height of mast > radius of outside perimeter divided by 2; and
c) mast in axis of the incoming roads.
9.3.2.2 Advantages of this type of installation:
a) very good visual perception of the roundabout from long and short distances both during night
and day hours; and
b) by reducing the number of masts to only one installation, costs are likewise reduced.
9.3.2.3 Disadvantages of this type of installation:
a) greater risk of having problems associated with glare; and
b) visibility and readability of directional traffic signs (that are now seen in negative contrast) are
poor.
9.3.3 Lighting criteria
9.3.3.1 Generally, the illuminance level advised for a roundabout is 50 % higher than that employed
for the approaches.
9.3.3.2 For roundabouts in urban or sub-urban areas (with lighted access roads) the recommended
value for average horizontal illuminance is Eave (horizontal) ≥ 40 lux with a uniformity of Uo ≥ 40 %
and GR ≤ 40.
9.3.3.3 In cases where no lighting is employed on access roads, recommended values are
Eave (horizontal) ≥ 20 lux; Uo ≥ 40 %; and GR ≤ 40.
9.3.3.4 The level of vertical illuminance (at a height of 0,5 m) up to 2 m from the outside edge of the
central island should be at least 15 lux.
10 Lanes and alleys

Lanes and alleys should be adequately lit for safety and security reasons and the recommended
illuminance levels in table 5 can be applied.
11 Tree-lined roads
Trees form an important feature of many roads. They do, however, create a problem as far as street
lighting is concerned. The degree of obstruction is dependent on the species of tree, its age, the
amount of pruning and (when relevant), the season. Post-top luminaries should be used in roads
with high trees, and top poles with outreach arms should be used in roads with low trees. When
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trees are to be planted or new installations of street lighting are to be planned (or both), the lighting
engineer and the arboriculturist should co-operate closely in order to achieve a layout of both
luminaires and trees that minimizes obstruction to the lighting. It is not necessary that trees be
equally spaced to give a good appearance. Figure 18(a) illustrates a suitable arrangement of trees
that reduces to a minimum shadows on the road and softens those on the footpaths.
The importance of providing adequate lighting on the footpath and avoiding heavy shadows should
not be overlooked. In some cases, such as on important promenades, additional lighting for the
footpath could be necessary.
Where there are existing trees, judicious pruning (see figure 18(b)), and possibly culling, will be
necessary. The method of pruning should be such as to limit, if possible, future growth in the
positions where obstruction to street lighting will occur. During the pruning process all branches
below the luminaire location and within 10 m of luminaires, should be removed.
Figure 18(a) — Plan of suitable tree arrangement showing positions of shadows
Figure 18(b) — Tree pruning angles
Figure 18 — Tree-lined roads
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12 Cul-de-sacs
There are two factors to be considered:
a) as in the case of a T-junction, indication should be given to a motorist where the road is
terminating (see 5.3(c) of SANS 10098-1:1990); and
b) there should be sufficient general illuminance over the whole road and surrounding areas to
enable the motorist to carry out the sometimes complicated manoeuvers required to turn a
vehicle about. Boundaries to the road, especially the kerbs, should be clearly defined and glare
from all sources restricted, remembering that the motorist might also require rear vision.

The recommended illuminance levels in table 1 can be applied.

In order to indicate the termination of the road, a light source should be installed in line with the
oncoming traffic lane. Where there is a small island in the cul-de-sac, a post-top mounted luminaire
could be installed, provided the optical design would not produce objectionable glare.
Depending on the shape of the cul-de-sac, more than one light source might be necessary.
Figure 19 illustrates various forms of cul-de-sacs, and recommended positions of light sources are
indicated. Where there is only one luminaire in the cul-de-sac, consideration should be given to
using a multi-lamp unit so that if a lamp fails, the cul-de-sac will not be left in darkness.
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Figure 19 — Lighting of cul-de-sacs
13 Transition lighting
It is good practice to gradually decrease the level of road surface luminance when a lighted section
of road transforms to an unlighted section. This should be done for a distance great enough to allow
the eyes of a driver to adapt to the changed conditions.
The recommended procedure for the application of transition lighting is as follows:
a) Divide the transition zone of the road into sections of such length as would be transversed in
15 s when traveling at the speed limit of the road.
b) Light the first section of road to one half of that of the fully lit road.
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c) Light every following section of road to a half of the luminance level of the preceding section. The
average level of luminance of the last section of the road before entering the unlighted section of
the road, should be not more than 0,5 cd/m2 and not less than 0,15 cd/m2.
d) Retain as far as possible the spacing and mounting height of the luminaires, but use lower
powered light sources progressively in the later stages to achieve the desired luminance levels.
Consideration should be given to curtailing the glare from luminaires where a lighted section of
the road is entered.
14 Road tunnel and underpass lighting

14.1 General
During daylight hours, the change in pavement luminance from outside to inside a road tunnel and
the speed at which the change takes place is so great that the tunnel interior should be lit to allow
the motorist’s eyes to adapt to the low interior light levels. The length of the tunnel, speed limit,
geographical orientation, whether unidirectional or bidirectional and the topographical features of
the land or cityscape determine the parameters of the lighting installation. Some basic
recommendations on the approach to providing tunnel lighting systems are given in 14.2 to 14.4.
However, the user is advised to refer to CIE 88:2004 (2nd edition) for more detailed explanations on
the theory and application of tunnel lighting including calculation methods.
14.2.1 Lighting needs
Straight tunnels that are shorter than 25 m usually allow sufficient daylight to enter and to
adequately light the interior. Tunnels longer than 125 m always need daytime lighting with adequate
threshold lighting. Tunnels between 25 m and 125 m might or might not have to be illuminated.
Local topography could impede the entry of daylight and in such cases tunnel lighting will be
necessary. Road tunnel and underpass lighting needs change for day and night operation.
14.2.2 Daytime operation
Daytime operation imposes the most onerous lighting requirements as the motorist moves rapidly
from brightness into darkness. In order for the driver’s eyes to adapt to the lower interior lighting
levels, high levels of artificial lighting are required over a period of 20 s. The level of lighting is
reduced progressively over this period to closely follow the eye’s ability to adapt to a reduced
luminance. Once the driver’s eyes have adapted to the interior lighting levels, the tunnel lighting is
maintained at that level throughout the interior zone.
If the tunnel in question is bidirectional, the interior zone will then join up with the end of the
adaptation zone from the far side. For unidirectional tunnels, it will be necessary to increase the
road surface luminance to prepare the driver for the bright exterior, although this is not as important
as the transition from bright to dark conditions.
As a unidirectional tunnel might be closed for any reason, it is common practice to light each tunnel
bore as if it were a bidirectional installation, thereby allowing two-way operation during
emergencies.
14.2.3 Night-time operation
During night-time, tunnels are extensions of the approach roads outside and are lit accordingly to
continue the design luminance throughout.
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14.2.4 Other considerations
Two additional lighting concepts are utilized in tunnels; marker lighting and fire emergency lighting.
Marker lighting uses light sources of a different colour temperature from lamps used in the interior
zone to draw attention to lay-byes where vehicles experiencing mechanical problems may park.
Fire emergency lights mounted 750 mm above the pavement surface are illuminated during fire
conditions to show the way to places of refuge.
14.3 Levels of luminance
14.3.1 Night-time operation requires the continuation of the approach road street lighting
luminance (designed in terms of SANS 10098-1) through the length of the tunnel to join up with the
approach road on the far side.
14.3.2 Daytime outside luminance changes according to the time of day, cloud cover and season.
The outside road surface luminance could be as high as 8 000 cd/m2. The human eye can
accommodate a 10:1 step change and still retain the ability to see obstructions on the road surface.
By using counter beam lighting the acceptable ratio can be increased to 20:1. It is therefore
necessary to commence the adaptation process in the tunnel entrance at about 400 cd/m2 to
counter the “black hole” effect and to then reduce the level of the lighting over the following 200 m
to about 30 cd/m2.
At this point a step change down to 10 cd/m2 may be executed and maintained to the end of the
adaptation zone (distance covered in 20 s of travelling time at maximum design speed from the
tunnel portal.) (See figure 20.) The level of interior tunnel lighting after this is normally twice the
night-time level and is typically 3 cd/m2. This continues until the interior zone meets up with the end
of the far side adaptation zone.
The lighting installation is usually dimmed to 30 % of the output for normal operation to extend tube
life and thereby minimizes maintenance in the confined tunnel space. The installation could be
switched to full output under emergency conditions.
In the event of a failure in the power supply it is necessary to provide an emergency supply system
to ensure that at least part of the lighting remains in operation. As far as the threshold and the
transition zones are concerned, the lighting levels which should be maintained will be those related
to the reduced speed stated on the warning signs. In the tunnel interior zone, the emergency power
should at least supply the night-time lighting level.
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Time from entry into tunnel
NOTE Dotted lines in the figure show practical luminance levels resulting from the use of high-pressure sodium
(HPS) luminaries. Avoid step changes in excess of 10:1. The curved line shows actual luminance required to facilitate
adaptation to lower light levels in long tunnels.
Figure 20 — Luminance levels to allow the driver’s eyes

to adapt to tunnel interior lighting (after Schreuder)
14.3.3 The level of marker lighting should be three times the emergency level. This, combined with
the distinctive colour temperature, should draw attention to the lay-bye some 300 m before the
feature is reached.
14.3.4 Fire emergency lighting requires that the filaments of clear incandescent lamps be visible
from some distance away, providing visual guidance to pedestrians escaping from a fire. Typically a
60 W long life clear lamp or white LED point source is used in fire emergency luminaries. The
luminaries are on the same side of the tunnel as the entrances to the secure places of refuge.

14.4.1 Mounting of luminaires
Height restrictions in tunnels require low powered light sources and closer spacing of luminaries in
order to achieve the required luminance levels and uniformity. Care should be taken to avoid a
luminaire spacing, which results in a flicker frequency that falls within the dangerous zone of 2,5 Hz
to 15 Hz when driving at the design speeds of the tunnel. The best way to obviate problems from
the flicker is to light the tunnel with fluorescent luminaries butted together to give a continuous strip
of fittings. This method produces the best uniformity. Discrete fittings can be used provided the
observable flicker resulting from their spacing is outside the unacceptable zone.
This method forms the basic lighting installation in a tunnel for use at night and in the interior zone
during the day. The fittings are mounted as high as possible either at the intersection between wall
and ceiling or on the ceiling. Height considerations could leave ceiling-mounted luminaries
vulnerable to damage from passing heavy vehicles. If a ceiling-mounted installation is adopted, then
the luminaries should not be mounted in the centre of the ceiling as any maintenance work would
then result in the closure of the tunnel. Off-centre mounting could be handled by closure of one lane
only.
14.4.2 Adaptation lighting
This applies to daytime operation only.
In the adaptation zone a typical installation utilizes high-powered luminaries aimed at an angle of
15° towards on-coming drivers to produce counter beam lighting. Obstructions on the road surface
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are seen as a dark silhouette against a brighter background and should be detected at a distance
greater than the stopping distance of the vehicle traveling at tunnel design speed. The reduction of
luminance with distance from the tunnel portal is achieved by utilizing sufficient 400 W HPS
luminaires immediately inside the tunnel portal and then either dimming them or using 250 W HPS
luminaires further in. The spacing of luminaires is increased to yield the required reduction in
luminance.
Designers may consider incorporating equipment that automatically measures and compares road
luminance outside and 10 m inside the tunnel portal, switching the adaptation luminaires to maintain
the 20:1 initial ratio, thereby conserving energy. It also serves as the day/night change-over switch.
The last 250 m (10 s at 90 km/h) of the adaptation lighting is usually fluorescent strip lighting that
forms part of the interior installation, arranged to operate on the 100 % output setting. During
daylight operation of the adaptation zone, the strip lighting that is used at night is switched off. This
is because the counter beam lighting technique requires obstructions to be seen as silhouettes and
operation of the strip lights will light the front face of the object in the road and reduce its contrast.
15 Lighting for toll plazas

15.1 General
Toll plaza lighting combines street lighting, area lighting and task lighting to cover the transition
lighting from the approach road through the apron area where approaching drivers should be able
to see the entrances to the pay points in order to select the correct lane, and to proceed in safety to
stop in the lane area where the toll fee transaction is processed. Following this, the driver should be
able to accelerate to rejoin the toll road and resume his journey. Lighting levels shall allow departing
driver’s eyes to adapt to the low luminance of the road ahead. No sources of glare or brightly lit
advertising signs likely to cause discomfort or divert attention from the task of driving shall be
positioned in the driver’s view at any point throughout the toll plaza area.

Apron lighting should be such that the driver is able to identify and proceed to the correct lane in
safety. The vertical and horizontal illuminance should be sufficient to allow the driver to read the toll
tariff notification boards, proffer the toll fee and verify the change and receipt following the
transaction. The illuminance should not be so high that it becomes a source of glare to oncoming
motorists. The toll attendant should be able to identify the class of vehicle, and to see the driver’s
features, the money offered, and the registration plate as the vehicle pulls away. The remainder of
the apron light should allow motorists to converge in safety to rejoin the toll road for the resumption
of the journey. If the remainder of the toll road is unlit then the luminance levels of the pavement
should be progressively reduced to allow the driver’s eyes to adapt to the low lighting levels of the
ongoing road.
Security lighting along the perimeter areas should be provided at night. The security lights should
face away from the toll plaza to eliminate any sources of glare to motorists using the facility.
If a toll plaza is located on a continuously lit road, the standard of lighting of the plaza apron should
be one class A road lighting category higher than that of the approach roads.
15.3 Apron areas

Apron areas in a toll plaza can be divided into the following zones as in figure 21 (starting from the
centre):
Toll lanes: This is where the transaction takes place.
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Zone 1: This is the queuing zone on the approach side and the identification zone on the
departure side.
Zone 2: This is the queuing zone on the approach side and parallel traffic flow on the
departure side.
Zone 3: The apron diverges on the approach side, allowing the driver to select an
operational toll lane to pay the toll fee. The apron converges on the departure side
and this is the start of the first adaptation zone.
Zone 4: Second adaptation zone.
Zone 5: Third adaptation zone.
Figure 21 — Apron areas
15.4 Types of toll plazas

Toll plazas can be divided into four classes
Class 1: High volume toll plazas in urban or rural areas.
Class 2: Low volume toll plazas in mainly rural areas.
Class 3: Eco plazas –– low volume toll plazas in ecologically sensitive areas.
Class 4: ETC plazas –– predominantly electronic toll collection but with provision for some
manual toll collection lanes on the outside.
15.5 Levels of illuminance or luminance

15.5.1 High volume toll plazas
15.5.1.1 The driver should identify the toll point applicable to his needs at least 150 m ahead of the
lanes and to negotiate other vehicles moving in the area. In order to do this, the apron lighting
should extend for at least 250 m on either side of the tollbooth or toll lane area. The driver should be
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lined-up with the selected lane he will be entering at least 50 m from the entrance to that lane. This
is particularly important in the case of long wheelbase heavy-duty vehicles.
15.5.1.2 In the lane area, there should be sufficient lighting for a driver to read details of toll tariff
boards and notices, and to verify the change and receipt received. The lighting should also provide
sufficient illuminance on the vertical face of the vehicle facing the toll attendant to facilitate the toll
classification of the vehicle and to clearly see the driver. The recommended minimum vertical and
horizontal illuminance should be 50 lx adjacent to the tollbooth within the lanes. The positioning of
the luminaires and their light distribution should not create glare to the driver and no waste light
should be projected above the horizontal to avoid atmospheric pollution.
The required minimum vertical illuminance level from the direction of the tollbooth is 30 lx, to enable
the toll attendant to identify the number of axles of incoming vehicles, tyre configuration and
presence of a trailer, all of which influence toll classification.
15.5.1.3 In order to cater for adaptation of the driver’s eyes while approaching or, more importantly,
leaving the brightly lit lane area, the lighting of the apron area should be at its highest near the lane
area and taper off towards the unlit road ahead. In practice, the standard that has been adopted is
to create three additional stages of driver exposure approaching and leaving the apron area. The
minimum overall luminance uniformity ratio in all stages of driver exposure shall not be less
than 0,4. A further two stages of adaptation lighting are applicable to the departing direction only.
This results in the following recommended lighting for a vehicle leaving the toll area:
• First stage (nearest to the lane area): 30 lx minimum horizontal illuminance for 50 m.
(Should CCTV be utilized to facilitate the identification of axles, tyres, small trailers, the toll
transaction and number plates of approaching and departing vehicles, then a uniform
vertical illumination of 30 lx should extend over 30 m on either side of the tollbooth.)
• Second stage: 15 lx minimum horizontal illuminance for 50 m.
• Third stage (start of transition area): 1,2 cd/m2 apron luminance for the next 150 m.
• Fourth stage (transition area): 0,7 cd/m2 road luminance for 200 m (departing direction
only).
• Fifth stage (transition area): 0,4 cd/m2 road luminance for at least 200 m (departing
direction only).
NOTE Only the first, second and third stages apply to motorists approaching the lane area.
The height of the poles, the light distribution characteristics of the luminaires and the type and
wattage of the lamps will depend on the width of the apron or road.
15.5.1.4 Should the toll plaza be located on a lighted highway then the first and second stages of
the toll facility should be lit to a higher lighting level than that to which the highway is lit. The third,
fourth and fifth stages will then be at the highway lighting luminance level in accordance with table 1
of SANS 10098-1:1990.
All signs in the approach area to a toll and within the area should be adequately lit in order that the
motorists will be able to read them and take whatever action is necessary. Internal lighting provides
ideal visibility, but the maximum luminance of the sign face should not exceed 600 cd/m2. If exterior
floodlights are used, they should be mounted above the sign to prevent upward stray light that
would create atmospheric pollution. Care should, however, be taken to ensure that obtrusive
shadows from the floodlights and their fixtures are not cast over the face of the sign during daylight
hours.
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In conditions of heavy mist and fog, xenon flasher units shall be available, mounted on the bull nose
of the approach side, above the level of the crash attenuator.
15.5.2 Low volume toll plazas
The toll lane approach speed limit is 50 km/h on the apron. The departure speed limit is 80 km/h.
Lane lighting should be similar to that applicable to high volume toll plazas.
15.5.3 Eco toll plazas
The toll lane approach and departure speed limit is 40 km/h on the apron. Lane lighting is reduced
to between 25 lx and 40 lx. Care should be taken to ensure that no sources of glare are visible from
any direction.
Innovative methods of marking the lanes and guiding the motorists to operating toll lanes should be
sought, for example, LED road studs and LED bollards.
15.5.4 ETC tolling
Electronic toll collection is an automatic process, which, in its free-flow form, does not require
lighting. This assumes dedicated ETC lanes and manual lanes for those motorists who choose to
pay by other than electronic means, situated on either side of the free-flow toll road. Access to
these manual lanes will be by means of off ramps or slip lanes. Visual guidance will be required to
assist motorists using these facilities. This could be by means of street lighting, LED road studs or
LED bollards. Lighting at the toll lanes will be similar to that for Eco toll plazas.
For the recommended lighting requirements for the various classes of toll plazas, refer to the levels
shown in table 11.

The apron area increases in width from the approach road to its widest point at the toll lanes,
thereafter converging to rejoin the highway. The most economical method of lighting these areas is
by means of intermediate mounting height masts (15 m to 20 m high), depending on the width of the
apron area.
Where toll roads are situated near the end of airport runways the aviation authorities might impose
mast height restrictions, provision of red warning lights on top of masts, frangible masts and special
upward light control from the luminaires to prevent glare to aircraft pilots.
Care shall be exercised when selecting and aiming the luminaries to ensure that adjacent properties
are not subjected to obtrusive lighting and that light pollution is avoided.
Where tollbooths are located at on ramps and off ramps, it is important that the approach and
departure areas be lit to the levels listed in 15.5.1.3. In order to visually guide approaching motorists
to the tollbooth, it is recommended that the approach road and the off ramp be illuminated by a
different light source, for example, by metal halide lamps where the toll road and apron area are lit
with high-pressure sodium lamps. The lighting shall allow warning signs and rumble strips on the off
ramps to be clearly seen.
Maintenance of the lighting of a toll facility should be carefully controlled. The lighting in the apron
and lane area is designed to minimum lighting levels and, for safety reasons, the standard of
lighting should at no time be permitted to fall below these levels. A properly controlled maintenance
programme should be adhered to at all times in accordance with ARP 035. Group lamp
replacement should be undertaken on a regular basis, depending on the lamp lumen depreciation
and luminaire dirt depreciation factors upon which the installation was originally designed.
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Table 11 — Lighting requirements for the various classes of toll plazas
1 2 3 4 5 6 7
Class Zone 3 Zone 5
Toll lanes Zone 1 Zone 2 Zone 4
Posted speed limit – Start of End of
Transaction zone Identification Queuing Adaptation
Apron area adaptation adaptation
Class 1
≥ 30 lx Vertical ≥ 15 lx 1,2 cd/m2 0,2 cd/m2 0,35 m2
High volume plaza
≥ 50 lx Vertical and and horizontal Horizontal
(urban or rural)
horizontal
[70 km/h]
(30 m) (50 m) (150 m) (200 m) (200 m)
2 2
Class 2 ≥ 15 lx Vertical 1,0 cd/m 0,5 cd/m 0,25 m2
Low volume plaza ≥ 50 lx Vertical and and horizontal
Omit
(rural) horizontal
[60 km/h] (30 m) (100 m) (150) (175 m)
Class 3 Street lighting Use dimmable LED road studs or LED
≥ 25 lx to ≤ 40 lx
Plaza in ecologically 1 cd/m2 bollards for traffic guidance provided
Vertical and Omit
sensitive area No glare safety is not compromised. Innovative
horizontal
[40 km/h] permitted (30 m) lighting solutions are encouraged
Class 4 ETC: no lighting Depends on the road design. Use street
Manual payment ≥ 25 lx to ≤ 40 lx required. lighting to the end of the access lanes
lanes next to Vertical and Manual: street Omit where manually tolled vehicles rejoin the
electronic plazas horizontal lights highway or arrange for visual guidance
[60 km/h] 1 cd/m2 (30 m) by means of LED bollards
© SABS
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© SABS.

SOUTH AFRICAN NATIONAL STANDARD

Part 2: The lighting of certain specific areas of

Published by SABS Standards Division

Reaffirmed and reprinted in October 2010.

6 Roads with special requirements ........................................................................................... 24

7 Town and city centres and areas of civic importance ............................................................ 26

9 Traffic circles .......................................................................................................................... 36

10 Lanes and alleys .................................................................................................................... 38

11 Tree-lined roads ..................................................................................................................... 38

13 Transition lighting ................................................................................................................... 41

14 Road tunnel and underpass lighting ...................................................................................... 42

15 Lighting for toll plazas ............................................................................................................ 45

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SANS 10098-1, Public Lighting – Part 1: The lighting of public thoroughfares.

4.2 Grade complexes

4.2.1 Function of the lighting of grade complexes

4.2.2 Levels of illuminance

Table 1 — Recommended illuminance levels for roadway complexes

Table 2 — Selection of classes for roadway complexes

4.2.3 Lighting technique

Figure 1 — Grade intersections

Figure 2 — Traffic flow pattern in typical oblique junction

Figure 4(b) — View from I

Figure 4(c) — View from II

Figure 4(d) — View from III

Figure 5(a) — Typical oblique T-junction with bend in major road

Figure 5(b) — View from I

Figure 5(c) — View from II

Figure 5(d) — View from III

4.3 Complex grade separated interchanges

Figure 6 — Perspective view of a complex interchange with normal lighting

4.3.2 Function of the lighting

a) changes in direction and radius of curvature of carriageways.

4.3.3 Lighting levels

4.3.4 Technique of lighting

Figure 7 — Perspective view of a high mast installation on the

4.3.4.2 On ramps and off ramps

Figure 9 — Off ramp

5.2 Technique of lighting

5.2.1 Normal modern bridges

5.2.2 Bridges with abnormal features

5.2.3 Pedestrian and cycle bridges

Table 3 — Recommended illuminance levels for cycle and pedestrian ways

Table 4 — Selection of classes for cycle and pedestrian ways

6 Roads with special requirements

6.2 Street lighting in the vicinity of airports

6.4 Street lighting in the vicinity of drive-in cinemas

a) impairment of the vision of the patrons; and

b) class of the road

6.4.2 Impairment of vision

6.4.3 Class of the road

7 Town and city centres and areas of civic importance

Table 5 — Recommended semi-cylindrical illuminance value for town and city

Table 6 — Guideline for the selection of semi-cylindrical classes

7.2 Function of the lighting

a) provide a level of road surface luminance on the streets as recommended in table 1 of

7.3 Levels of illuminance

a) category AA installation (areas of greatest civic importance): Eave = 50 lx

b) category AB installation (other civic areas): Eave = 30 lx

c) pedestrian malls and footpaths: Eave = 30 lx

7.4 Technique of lighting

c) Luminaires of special character (design, or light source, or both) at intermediate mounting

d) Luminaires of suitable types on high masts (20 m to 36 m) or on buildings at a similar height.