SANS10098-1

© 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 978-0-626-28950-8
SANS 10098-1:2007
Edition 3.3
Any reference to SABS 098-1 is deemed

to be a reference to this standard
(Government Notice No. 1373 of 8 November 2002)
SOUTH AFRICAN NATIONAL STANDARD
Public lighting
Part 1: The lighting of public thoroughfares
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 10098-1:2007
Edition 3.3
Table of changes
Change No. Date Scope
Amdt 1 1996 Amended to change the categorization of roads, replace tables 1
and 2, eliminate the glare control mark and replace appendix B on
luminaire depreciation.
Amdt 2 1998 Amended to clarify aspects on luminance, add a clause on the
measurement of illuminance, and add a reference.
Amdt 3 2007 Amended to update referenced standards.
Acknowledgement
The SABS Standards Division wishes to acknowledge the valuable assistance derived from
publications of the following organizations:
British Standards Institution

International Commission on Illumination
Standards Association of Australia
Standards Association of New Zealand
and also wishes to acknowledge the initiative taken by members of
The Association of Municipal Electricity Undertakings of South Africa

The Institute of Lighting Engineers of South Africa
The South African National Committee on Illumination
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 document was published in September 2007.
This document supersedes SABS 098-1:1990 (second revision).
A vertical line in the margin shows where the text has been technically modified by amendment
Nos 1, 2 and 3.
Reaffirmed and reprinted in June 2013.

This document will be reviewed every five years
and be reaffirmed, amended, revised or withdrawn.
SANS 10098-1:2007
Edition 3.3
Preface
A number of new concepts have been introduced in line with modern international investigations
into lighting and visibility at night.
With the advent of computers and their increased application by public authorities and industry, the
more complicated design calculations needed for road luminance are no longer a problem. The idea
of converting luminance to illuminance to facilitate calculations as contained in the superseded code
is not valid and this outdated concept has now been eliminated. Alternative methods of lighting
design are given in this part of SANS 10098 for use when a designer does not have access to a
computer. These methods, while not strictly accurate for all types of installations, are far more
applicable than those used in the old system and are therefore to be recommended.
Road lighting to international standards is known to have a marked effect on road accident and
crime reduction. For these reasons alone, every Authority should ensure that when new lighting is
installed or old lighting upgraded, the standards recommended in this part of SANS 10098 are
correctly applied and maintained. If this is done, considerable reductions in public costs will be
made and the tragic effects of road accidents and crime will be considerably reduced.
This revised part of SANS 10098 has been adapted from the recommendations presented in the
following CIE publications:
Publication 23 International recommendations for motorway lighting, 1973.
Publication 27 Photometry of luminaires for street lighting, 1973.
Publication 30.2 Calculation and measurement of luminance and illuminance in road lighting,
2nd ed. 1982. Amdt 3
Publication 31 Glare and uniformity in road lighting installations, 1976.
Publication 32A/B Lighting in situations requiring special treatment.
Publication 33A/B Depreciation of installations and their maintenance, 1977.
Publication 47 Road lighting for wet conditions, 1979.
Publication 66 Road surfaces and lighting, 1984. Joint technical report CIE/PIARC.
Publication 92 Guide to the lighting of urban areas, 1992. Amdt 1
Publication 115 Recommendations for the lighting of roads for motorized and pedestrian traffic,
1995. Amdt 1
Publication 140 Road lighting calculations. Amdt 3
These are essential reading for all public lighting engineers, especially since this part of
SANS 10098 has its basis in these publications.
SANS 10098-1:2007
Edition 3.3
Contents
Page
Acknowledgement
Foreword
Preface
1 Scope .......................................................................................................................... 3
2 Definitions .......................................................................................................................... 3
3 Objectives .......................................................................................................................... 7
3.1 General....................................................................................................................... 7
3.2 Visibility: Drivers’ needs ............................................................................................. 7
3.3 Visibility: Pedestrians’ needs...................................................................................... 8
3.4 Visibility: Residents’ needs......................................................................................... 8
3.5 Grouping of roads…………………………………………………………………………. 8
3.6 Lighting requirements................................................................................................. 9
4 Design methods .................................................................................................................. 11
4.1 Group A roads ............................................................................................................ 11

4.2 Group B and group C streets ..................................................................................... 13
5 General design considerations............................................................................................ 20
5.1 General....................................................................................................................... 20
5.2 Gradients and humps ................................................................................................. 20
5.3 Crossroads and pedestrian crossings ........................................................................ 21
5.4 Roundabouts .............................................................................................................. 22
5.5 Guidelines for minimizing urban sky glow near astronomical observatories ............. 27
5.6 Lighting masts as hazards ......................................................................................... 27
5.7 Aesthetics ................................................................................................................... 27
6 Maintenance ........................................................................................................................ 27
Appendix A Applicable standards ......................................................................................... 29
Appendix B Luminaire dirt depreciation factors .................................................................... 30

Amdt 1
Appendix C Lighting of curves in the road ............................................................................ 31
Appendix D Lighting design criteria for a group A road ........................................................ 32
Appendix E Methods of calculation and measurement ........................................................ 34
Appendix F Example of a luminaire intensity distribution table ............................................ 36
Appendix G Terminology ...................................................................................................... 38
SANS 10098-1:2007
Edition 3.3
Public lighting
Part 1:
The lighting of public thoroughfares
1 Scope
1.1 This part of SANS 10089 lays down the fundamental principles that govern the lighting of
public thoroughfares including motorways, arterial routes, residential roads, town and city centres
and pedestrian-orientated areas.
1.2 The method of providing adequate public lighting are diverse, and new developments and
techniques are continually being introduced. This part of SANS 10098 has been limited to methods
that give good results within acceptable economic limits.
NOTE
a) The standards referred to in this part of SANS 10098 are listed in appendix A.
b) Luminaire dirt depreciation factors are given in appendix B. Amdt 1
c) A chart on the spacing of luminaires on curves is given in appendix C.
d) Details of lighting design criteria for a group A road are given in appendix D.
e) Methods of calculation and measurement are given in appendix E.
f) An example of a luminaire intensity distribution table is given in appendix F.
g) An explanation of terminology is given in appendix G.
2 Definitions
2.1 For the purpose of this part of SANS 10098 the following definitions shall apply:
NOTE See also terminology in appendix G.
arrangement
the layout in plan of lighting masts and luminaires relative to the road, e.g. single-side, staggered,
opposite, central
average luminance
L
the mean luminance over a specified section of carriageway, viewed from a specified observer
position
NOTE Average luminance is obtained by a single measurement and not by calculation of the average of a
number of individual measurements Amdt 2
carriageway
the part of the road that is intended for vehicular traffic
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Edition 3.3
central arrangement
an arrangement in which luminaires are placed on the median between the two carriageways of a
dual carriageway road
disability glare
glare that impairs the visibility of objects without necessarily causing discomfort
discomfort glare
Glare that causes discomfort without necessarily impairing the visibility of objects. Amdt 1
footway
a public way that is reserved for pedestrians
flashed area
F
the luminous area of a luminaire that is used for the purpose of determining the glare control mark
glare
conditions of vision in which there is discomfort or a reduction in the ability to see significant objects
glare control mark

G
A measure of the control of discomfort glare of an installation, evaluated in a specified way on a
scale of 1 to 9 – the higher the number, the greater the glare control. Amdt 1
house side
the side of a luminaire that faces the nearest building line
illuminance
E
luminous flux incident on a surface element divided by the area of the element (unit = lux (lx))
intensity distribution curve

polar curve
a curve, generally polar, that represents the distribution of the luminous intensity of a luminaire, in a
plane (which passes through the source of the light) as a function of the angle (measured in that
plane) from a given reference direction
iso-candela curve
a curve (or a plane projection of this curve) joining all the points of an imaginary sphere (which has
a light source at its centre) at which the luminous intensity is the same
iso-candela diagram
an array of iso-candela curves
iso-illuminance curve
a curve joining all the points on a surface at which the illuminance is the same
iso-illuminance diagram
an array of iso-illuminance curves
lane
a part of a carriageway intended for one line of vehicles
luminaire
an apparatus that distributes the light emitted by a lamp or lamps
SANS 10098-1:2007
Edition 3.3
NOTE The lamps are not part of a luminaire but all the items necessary for fixing and protecting them and for
connecting them to the supply circuit are part of the luminaire.
luminaire maintenance factor

M
the ratio of the illuminance given by an old installation to that given by the same installation when
new (Maintenance factors make allowance for loss of light caused by the accumulation of dirt on
luminaires between cleanings and deterioration of luminaire surfaces, but not for lamp lumen
deterioration.)
luminance
L
the luminous intensity, in a given direction, of an infinitesimal element of a surface divided by the
orthogonally projected area of the element on a plane perpendicular to the given direction (unit =
cd/m²)
luminous flux
the rate of flow of luminous energy (unit = lumens (lm))
luminous intensity (in a given direction)

the luminous flux emitted by a source, in an infinitesimal cone in the given direction, divided by the
solid angle of that cone (unit = candela (cd))
median
central reserve
a longitudinal space separating the carriageways on a dual carriageway road
mounting height
H
the vertical distance between the centre of a light source and the surface of a carriageway (see
figure 1)
opposite arrangement
an arrangement in which luminaires are placed on both sides of a carriageway, or on the inside and
outside of each carriageway in the case of a dual carriageway road, and opposite one another (see
figure 2(c))
outreach
r
the horizontal distance between the centre of a luminaire and the axis of the mast that carries it (see
figure 1)
overhang
p
the horizontal distance, measured at right angles to the axis of a carriageway, between the centre of
a light source and the kerb line (see figure 1)
peak intensity
the highest value of luminous intensity from a given luminaire
polar curve
see “intensity distribution curve”
property line
the boundary between a road reserve and the adjacent land
SANS 10098-1:2007
Edition 3.3
road
the part of a street that consists of one or more carriageways reserved for vehicular traffic (see
appendix G)
semi-cylindrical illuminance
ESC
luminous flux per unit area incident on a semi-cylindrical surface generally at a height of 1,5 m
above ground level
set-back
d
the horizontal distance between a lighting mast and the vertical plane containing or tangential to the
nearer edge of the carriageway
shoulder
the part of a road that is contiguous to the outer edge of a carriageway
single-side arrangement
an arrangement in which luminaires are placed on one side only of a carriageway (see figure 2(a))
spacing
s
the distance between adjacent luminaires on the same side of a carriageway (see figures 1 and 2)
staggered arrangement
an arrangement in which luminaires are placed
a) alternately on either side of a carriageway (see figure 2(b)), or
b) in the case of a dual carriageway road, alternately on the inner or outer side of each carriageway
street
one or more carriageways together with adjacent footways (if kerbed) or shoulders (if unkerbed)
(see appendix G)
street side
the side of a luminaire that faces a carriageway
threshold increment
TI
the percentage increase in contrast required between an object and its background for the object to
be seen equally well with a source of disability glare present
uniformity
illuminance uniformity ratio

USC
the ratio of the minimum to the average semi-cylindrical illuminance in the street
Iongitudinal luminance uniformity

UL
the ratio of the minimum to the maximum luminance along the centre line of a lane within the
calculation area (see figure D.1)
SANS 10098-1:2007
Edition 3.3
overall luminance uniformity

UO
the ratio of the minimum to the average luminance on the road surface of the carriageway within
the calculation area (see figure D.1)
surround illuminance ratio

ES
the ratio of the average illuminance on a specified area of the verge to that on the adjacent area
of the carriageway
utilization factor
U
the ratio of the luminous flux reaching a carriageway to that emitted by the lamp(s) of a luminaire
veiling luminance
Lv
a measure of light scatter in the eye caused by a glare source, used in the calculation of the
threshold increment
verge
the area between the edge of the carriageway and the property line
width of carriageway
w
the distance between the kerb lines of the inner edges of the shoulders, measured at right angles to
the longitudinal axis of a carriageway (see figure 1 and figures 2(a)-(d))
3 Objectives
3.1 General
The purpose of providing street lighting is to create a lighted environment, which will contribute to
the safe and comfortable movement of vehicles and pedestrians during the hours of darkness. If
these requirements are met, road accidents and criminal activities in the streets can be substantially
reduced.
3.2 Visibility: Drivers' needs

The following objectives must be met for vehicle drivers:
a) Details of the course of the road ahead must be clearly visible. This means that the presence
and positions of kerbs, intersections, bends, vehicle access points, pedestrian crossings, road
markings, traffic signs and general street furniture must be revealed.
b) Other road users must be visible. These include other vehicles, cyclists, pedestrians and stray
animals. The lighting must clearly show their actual positions relative to the observer, their
direction and speed of movement.
c) Imperfections in the road surface and the presence of obstacles in the path of a vehicle must be
clearly visible.
All the above must be clearly visible to a vehicle driver from a distance that is great enough
according to the speed at which he is driving the vehicle to enable him to take avoiding action or
stop the vehicle, as required.
SANS 10098-1:2007
Edition 3.3
3.3 Visibility: Pedestrians' needs

The following objectives must be met in residential areas or where pedestrians predominate:
a) pedestrians must be able to anticipate the intentions of other pedestrians in time to take any
action necessary, irrespective of whether these pedestrians are friendly, indifferent or
aggressive;
b) when they are about to leave the footway and when they are crossing a road, pedestrians must
be visible to vehicle drivers.
3.4 Visibility: Residents’ needs

In all areas, lighting must contribute to the following:
a) security of property, for example, parked cars, telephone booths, bus shelters, all road furniture,
etc., against theft or vandalism;
b) security of property bounding the street;
c) deterrence of acts of sabotage and terrorism;
d) assistance to police and security patrols in the identification of potential criminal acts and
criminals; and
e) provision of an attractive night-time environment.
3.5 Grouping of roads

For the purposes of this part of SANS 10098, roads are grouped in terms of lighting requirements
(see tables 1 and 2). The grouping is based mainly on the following factors:
a) nature of traffic;
b) speed of traffic;
c) volume of traffic;
d) location of roads; and
e) use of roads by cyclists or pedestrians.
Lighting requirements are divided into the following three main groups:
Group A : Lighting for important routes.

Group B : Lighting for residential streets.
Group C : Special lighting requirements.
Each group has been subdivided into categories according to the importance of the road or the
existence of special conditions.
SANS 10098-1:2007
Edition 3.3
3.6 Lighting requirements

The realization of the lighting requirements listed in 3.1-3.4 can be achieved in different ways.
Details are given below:
3.6.1 Group A roads
The design of the lighting installation for a Group A road must cover the following parameters
(details of the parameters are given in appendix D and recommended values for each are given in
table 1):
a) the average road luminance (L);
b) the overall uniformity of road luminance (UO );
c) the longitudinal uniformity of road luminance (UL);
d) the illuminance ration (ES) of the verge of the road to the adjacent carriageway; and
e) glare control.
NOTE Only one type of glare control is included in this part of SANS 10098, as follows: Amdt 1
Threshold increment (TI). This is a measure of disability glare expressed as the percentage increase in
contrast between the background and an object (which must be visible to the driver) that would be required to
render the object as visible as without the source of glare. The higher the TI value, the greater the disability
glare. Amdt 1
3.6.2 Group B and group C streets
The design of the lighting installation must cover the following parameters (The recommended
values for each are given in table 2.):
a) horizontal illuminance at street level; Amdt 1
b) semi-cylindrical illuminance at 1,5 m above ground level in both directions parallel to the
carriageway (Esc). Amdt 1
c) the overall uniformity of semi-cylindrical illuminance (Usc). Amdt 1
d) glare control (under consideration) (see appendix D). Amdt 1
NOTE Horizontal illuminance is the basic design parameter but semi-cylindrical can be added as a
supplementary parameter in areas where greater security of person or of property (or both) is required, and in
high crime risk areas. The horizontal illuminance applies over the whole of the used surface of the street, which
generally comprises both the road surface and the footways. Semi-cylindrical illuminance will apply in both
longitudinal directions, parallel to the roadway, on the footways. Amdt 1
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SANS 10098:2007
Table 1 — Recommended lighting values for group A roads
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26
Road cross-section
Without median With median
Lighting
Type of road Maximum traffic volume during darkness (motor vehicles per hour per lane)
category
> 600 300 100 > 900 600 200
Ln UO UL TI Ln UO UL TI Ln UO UL TI Ln UO UL TI Ln UO UL TI Ln UO UL TI
A1 Freeway and
expressway with
median, free of
level crossings; for 2 0,4 0,7 15 1,5 0,4 0,7 20 1 0,4 0,6 20 2 0,4 0,7 15 1,5 0,4 0,7 20 1 0,4 0,6 20
speed limits
exceeding
90 km/h.
A2 Major roads, for
speed limits not
1,5 0,4 0,7 20 1 0,4 0,6 20 0,8 0,4 0,5 20 1,5 0,4 0,7 20 1 0,4 0,6 20 0,8 0,4 0,5 20
exceeding
90 km/h.
A3 Important urban
traffic routes, for
speed limits not 1 0,4 0,6 20 0,6 0,4 0,5 20 0,5 0,4 0,5 20 1 0,4 0,6 20 0,8 0,4 0,5 20 0,5 0,4 0,5 20
exceeding
60 km/h.
A4 Connecting roads,
local distributor
0,75 0,4 0,5 20 0,5 0,4 0,5 20 0,3 0,3 0,5 25 0,75 0,4 0,5 20 0,5 0,4 0,5 20 0,3 0,3 0,5 25
roads; residential
major roads.
NOTE
a) The values apply to straight sections of the road, and to curves and intersections.
b) The luminance values apply to a dry road surface of any material.
c) Ln = Minimum average luminance, cd/m²;
UO = Overall luminance uniformity, min;
UL = Longitudinal luminance uniformity, min; and
TI = Threshold increment, %, max.
Amdt 1; amdt 2
SANS 10098-1:2007
Edition 3.3
Table 2 — Recommended lighting values for group B

and group C streets and footways Amdt 1
1 2 3 4 5
Minimum Minimum Minimum
average horizontal semi-
Lighting horizontal illuminance cylindrical
Type of street
category illuminance illuminance
EH av EH min ESc min

B1 Residential streets with medium to high 5 lux 1 lux 2 lux
volume traffic
B2 Residential streets with medium volume 3 lux 0,6 lux 1 lux
traffic
B3 Residential streets with low volume traffic 2 lux 0,4 lux 0,6 lux
C1 Wholly pedestrian in city centre 10 lux 3 lux 7,5 lux
C2 Wholly pedestrian in local shopping malls 7,5 lux 1,5 lux 3 lux
NOTE
a) Horizontal illuminance values apply across the carriageway on footways up to 2 m from the edge of
the carriageway.
b) For areas requiring higher security, semi-cylindrical illuminance values as stated can be used as a
supplementary criterion. They apply on the footways parallel to the kerbs in both directions.
Amdt 1; amdt 2
4 Design methods
4.1 Group A roads
Lighting design for arterial routes is based solely on road luminance. Two methods of designing
the lighting are given below. The first method is by means of certified luminance performance
tables. These tables are based on a road surface having reflective properties as prescribed in
CIE Publication 140 for the CIE standard surface R3. This standard has been found, on the basis of
limited data available on the reflection properties of South African roads, to be representative of the
dense-mix bituminous surfaces generally used in this country. Amdt 3
The second method is by means of computer calculations, to allow for other types of road surfaces.
These may be either CIE standard road surfaces, including R3, or other road surfaces for which the
reflection properties are defined in accordance with CIE Publication 140. Amdt 3
Other design methods do exist, for example the application of translucent iso-luminance curves
onto scale drawings of the road, and luminance/illuminance conversion ratios. The former method
is difficult because drawing scales are not uniform and adjustments have to be made for different
luminaire positions, mounting heights, road surfaces, etc. This method can, however, be utilized
as a supplementary design tool in complex areas of road interchanges. The use of luminance/
illuminance conversion ratios cannot be recommended, since experience has shown that luminaires
do not conform to the general ratios specified, and the types of road surfaces given are too vague to
provide any reliable design data.
4.1.1 Method 1 (luminaire performance tables)

The tables (to be supplied by the luminaire manufacturer) give the luminance levels that can be
achieved on straight roads for different lighting arrangements (single side, opposite, staggered or
central mountings), spacings between poles, width of carriageway, mounting heights and overhang
of luminaires for the conventional observer position (see appendix D.1.1). Table 3 is an example of
a typical luminaire performance table.
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The values given in the table are for new luminaires and lamps. Allowance must be made for lamp
deterioration (details can be obtained from the lamp manufacturer) and the luminaire maintenance
factor due to accumulation of dirt on and inside the luminaire. Recommended maintenance factors
to be applied, based on planned cleaning intervals and on the IP classification of the luminaire are
given in appendix B. The design procedure is as follows:
a) Identify the correct lighting category (see table 1).
b) Select a lighting arrangement that is compatible with the geometry of the road, from one of the
standard arrangements shown in figure 2. (Characteristic dimensions of positioning of luminaires
are given in figure 1.)
c) Determine the carriageway width (w) as illustrated in figure 1 and figure 2(a)-(d).
d) Select the luminaire mounting height (H). In general, the mounting height should preferably be
equal to at least the width of the carriageway, and account should be taken of factors such as
maintenance and aesthetics. It is recommended that one of the standard mounting heights given
in the performance tables be used.
e) Select a luminaire overhang in the range of 0-3 m. In general, the overhang should be
approximately one-quarter of the mounting height, but aesthetics or other considerations may
determine otherwise. Again it is recommended that the standard overhang values given in the
performance tables be used. If a negative overhang is used (i.e. luminaires are behind the kerb
line) or if luminaries are suspended over the carriageway at a distance exceeding one-quarter of
the mounting height, it will be necessary to utilize method 2 when designing the lighting
installation.
f) Using the values determined in steps (a)-(e) above, the maximum spacing between luminaires
on straight roads can be obtained from the luminaire performance table by comparing the
calculated average luminance value ( L ) given for each mounting height/carriageway
width/overhang with the required luminance (see table 1). When this spacing has been obtained,
the relative overall uniformity (Uo ), longitudinal uniformity (UL) and threshold increment (TI) can
be obtained from table 3 and checked against the requirements of table 1. If these values do not
conform to the required values, it may be necessary to select a closer spacing or another
luminaire. If values cannot be exactly matched to the parameters in the performance table, linear
interpolation may be used. If the values exceed those given, selection of a luminaire with a
different light distribution will be necessary.
Where lighting is to be designed for curves in a road, spacings between luminaires will have to be
reduced in accordance with the radius of curvature and the installation positions of the poles, i.e. on
the inside or outside of the curve. Details of recommended spacings on curves are given in
appendix C.
4.1.2 Method 2 (computer calculations)
The luminaire performance tables will have been obtained from computerized calculations but, as
stated in 4.1.1, will only be a guide for a specific road surface and along a straight section of road.
There are occasions when this form of design will not be adequate, and facilities must then be
provided for more detailed design work, which can only be carried out by means of a computer. This
will be necessary under the following circumstances:
a) where the road surface does not have reflection characteristics similar to those of the
CIE standard road surface R3, for example, concrete;
b) where it is necessary to change the observer position from that used for obtaining the data for
method 1;
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c) when it is necessary to provide a detailed print-out of individual values over the whole
calculation field. This could be in the form of a grid or iso-luminance curves; or
d) where the geometry of the installation is outside the limits of the luminaire performance table.
This could occur in special complex situations such as motorway interchanges, etc.
4.1.3 Computer programs
All Windows-based streetlighting calculation computer programs commercially available today use
the calculation methods given in CIE Publication 140. The use of these programs will give the
following results: Amdt 3
a) The values of luminance (L) (or the illuminance, where the illuminance ratio of the edges of the
road to the abutting verge is required (see 3.6.1(d)) at a number of points. These points are
indicated for straight road sections in figure D.1. The observer should always be positioned 60 m
in front of the first transverse row of calculation points and 1,5 m above ground level. The field of
calculation should cover a section of road between two luminaires in the same row. If so
required, the position of the observer across the road can be varied.
b) The value of the average luminance ( L ) over the specified field of calculation. For this value, the
position of the observer must be at one-quarter of the carriageway width from the left-hand side
of the road.
c) Overall uniformity (Uo), i.e. the ratio of the minimum calculated luminance value to the average
calculated luminance value. The observation position must be as for (b) above.
d) Longitudinal uniformity (UL). This will be calculated for the centre line of each lane and is the
ratio of the minimum value to the maximum value with the observer placed in the centre of each
lane.
e) Glare characteristics. Values of (TI) will be calculated. Amdt 1
4.1.4 Calculation methods Amdt 2; amdt 3
The design methods given in 4.1.1 and 4.1.2 shall be based on the calculation methods given in
CIE Publication 140. Amdt 2; amdt 3
4.1.5 Measurement of average illuminance Amdt 2;Amdt 3
The section of road between two luminaires in the same row should be divided into a number of
elements of the same size. The illumination should be measured at the midpoint of each element.
The number of elements should be such that there are at least 10 points in a row between
luminaires and that the spacing between two adjacent points is not more than 5 m. If required, the
elements can be extended up to 2 m onto the sidewalk. Measurements should not be taken directly
in line with the luminaires.
4.2 Group B and group C streets
4.2.1 General
The concept of semi-cylindrical illuminance values measured at 1,5 m above ground level is
recommended as the design basis for group B and group C streets. It has been found through
considerable research that this is the most effective measure to enable people to see another road
user – usually a pedestrian – and recognize his intention so that avoiding action can be taken if
necessary. This applies on both the footways and the central road areas. Full details of the methods
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of calculation and measurement are given in appendix E. The lighting levels recommended are
based on a situation without glare from the light sources. The glare is frequently easy to control with
standard overhead mounted luminaires but less simple with post-top mounted units, which are
becoming more and more widely used in residential areas. There are many luminaires now on our
streets where the glare from the light source is so high that it completely negates the visibility
necessary for security.
Glare is a product of the luminance (i.e. brightness) of the luminaire and the area of its light-emitting
surface. At different mounting heights, different levels of glare can be tolerated. It would be a
comparatively simple matter for luminaire manufacturers to publish the recommended minimum
mounting heights for their range of equipment, based on these recommendations. Experimentation
with various translucent materials would also provide better utilization of equipment if these
materials could reduce glare – usually by providing a larger luminous area.
There is an additional desirable aspect of lighting that could also be applied to special pedestrian-
orientated areas such a shopping and recreation malls. This is the aspect of natural modelling of
features, both human and architectural. Frequently, poorly designed lighting can create flat
uninteresting effects or, alternatively, overdramatic effects of light and shade, which are
unattractive. It is possible to create an attractive appearance in selected areas by giving the correct
proportions of light and shade to people and the environment. This balance can be achieved by
applying the correct ratio of the vertical illuminance to the semi-cylindrical illuminance. The best
effect is created when the ratio falls between 0,8 and 1,3.
Recommended lighting levels are given in table 2. In all cases, these are based on values obtained
at 1,5 m above ground level. The maximum recommended glare levels are also given in this table.
Two methods of designing the lighting installations are given below.
4.2.2 Method 1
The first method is by means of a luminaire spacing chart to be provided by the luminaire
manufacturer. An example of such a chart is given in table 4. The chart gives initial achieved semi-
cylindrical values for different road reserve widths (both footways and central road areas). Selection
of the required illuminance value against the reserve width will indicate the maximum spacings
between luminaires when they are positioned in the centre of a footway on one side of the reserve.
Where lights are to be installed on both sides of the road, only half the reserve width need be
considered. The chart is for a specific luminaire mounting height as recommended for least glare.
Similar charts can be calculated for different mounting heights.
4.2.3 Method 2
The second method is point-by-point calculation. Details of the formula to be used are given in
appendix E. These calculations must be based on semi-cylindrical illuminance at 1,5 m above
ground level in both directions parallel to the carriageway.
4.2.4 Glare control
Careful consideration must be given to the control of glare in all installations with lower luminaire
mounting heights. The method of calculating this factor is given in appendix E.2.
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Table 3 — Example of luminaire performance table

Luminaire : ABC, Lamp : 150 W SON/T, Initial lamp flux : 16 000 lm, Arrangement staggered
1 2 3 4 5 6 7 9
Carriage- Mounting Over- Spacing Average Overall Longitudinal Threshold
way height hang luminance uniformity uniformity increment
width
m m m m ( L ), cd/m² (UO ) (UL ) (TI), %

25 2,00 0,60 0,63 18
30 1,80 0,54 0,50 18
35 1,60 0,48 0,40 19
0
40 1,50 0,44 0,35 19
45 1,30 0,42 0,31 19
50 1,15 0,41 0,30 20
25 2,08 0,63 0,66 18
30 1,87 0,57 0,52 18
35 1,68 0,50 0,42 19
10 1
40 1,58 0,46 0,37 19
45 1,37 0,44 0,32 19
50 1,23 0,43 0,31 20
25 2,15 0,67 0,70 19
30 1,95 0,59 0,55 19
35 1,70 0,52 0,44 19
2
40 1,65 0,48 0,38 20
45 1,45 0,46 0,34 20
50 1,30 0,45 0,33 21
8
25 1,95 0,73 0,86 16
30 1,70 0,67 0,74 16
35 1,45 0,61 0,63 16
0
40 1,30 0,57 0,54 17
45 1,20 0,53 0,46 17
50 1,10 0,51 0,43 17
25 2,03 0,76 0,90 16
30 1,78 0,70 0,77 16
35 1,53 0,64 0,66 17
12 1
40 1,38 0,59 0,56 17
45 1,28 0,55 0,48 17
50 1,18 0,53 0,45 18
25 2,10 0,80 0,94 17
30 1,85 0,73 0,81 17
35 1,60 0,67 0,69 17
2
40 1,45 0,62 0,59 18
45 1,35 0,58 0,50 18
50 1,25 0,56 0,47 18
Column 8 deleted by amendment No. 1
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Table 3 (continued)
1 2 3 4 5 6 7 9
width
m m m m ( L ), cd/m² (UO ) (UL ) (TI), %

25 1,70 0,45 0,47 18
30 1,50 0,38 0,35 18
35 1,30 0,33 0,26 18
0
40 1,20 0,30 0,20 19
45 1,10 0,27 0,16 19
50 1,00 0,26 0,15 20
25 1,78 0,49 0,51 18
30 1,58 0,40 0,37 18
35 1,37 0,34 0,28 19
10 1
40 1,28 0,31 0,22 19
45 1,18 0,28 0,19 20
50 1,08 0,27 0,19 20
25 1,85 0,54 0,55 19
30 1,65 0,42 0,39 19
35 1,45 0,36 0,32 19
2
40 1,35 0,33 0,26 20
45 1,25 0,30 0,23 20
50 1,15 0,29 0,22 21
12
25 1,55 0,54 0,71 16
30 1,40 0,48 0,55 16
35 1,25 0,43 0,45 17
0
40 1,10 0,38 0,36 17
45 1,00 0,35 0,29 17
50 0,90 0,32 0,25 18
25 1,63 0,57 0,74 16
30 1,48 0,50 0,57 17
35 1,33 0,45 0,48 17
12 1
40 1,18 0,40 0,39 18
45 1,08 0,38 0,34 18
50 0,98 0,35 0,29 18
25 1,70 0,60 0,78 17
30 1,55 0,53 0,61 18
35 1,40 0,48 0,54 19
2
40 1,25 0,44 0,42 19
45 1,15 0,41 0,38 19
50 1,05 0,38 0,35 20
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Table 3 (continued)
1 2 3 4 5 6 7 9
width
m m m m ( L ), cd/m² (UO ) (U L ) (TI), %

25 1,40 0,43 0,40 17
30 1,20 0,36 0,30 17
35 1,10 0,30 0,22 18
0
40 0,95 0,26 0,16 18
45 0,90 0,22 0,12 18
50 0,80 0,20 0,10 19
25 1,48 0,44 0,42 17
30 1,28 0,37 0,31 18
35 1,15 0,31 0,23 18
10 1
40 1,03 0,27 0,17 18
45 0,98 0,24 0,13 19
50 0,88 0,22 0,11 19
25 1,55 0,44 0,43 18
30 1,35 0,38 0,32 18
35 1,25 0,32 0,24 19
2
40 1,10 0,29 0,18 19
45 1,05 0,25 0,14 20
50 0,95 0,24 0,12 20
16
25 1,30 0,52 0,66 16
30 1,15 0,46 0,47 16
35 1,05 0,40 0,37 16
0
40 0,90 0,35 0,29 17
45 0,85 0,31 0,23 17
50 0,75 0,28 0,18 17
25 1,37 0,53 0,67 17
30 1,23 0,46 0,48 17
35 1,13 0,41 0,39 18
12 1
40 0,98 0,36 0,32 18
45 0,93 0,31 0,25 18
50 0,83 0,29 0,20 19
25 1,45 0,53 0,68 17
30 1,30 0,47 0,51 18
35 1,20 0,42 0,41 18
2
40 1,05 0,36 0,33 19
45 1,00 0,32 0,26 19
50 0,90 0,30 0,21 20
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H = Height of luminaires
s = Spacing between luminaires
w = Width of carriageway
r = Outreach
p = Overhang = transverse distance (house side)
w-p = Transverse distance (street side)
d = Set-back from kerb line
Figure 1 — Characteristic dimensions of positioning of luminaires
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(a) Single-side arrangement
(b) Staggered arrangement
(c) Opposite arrangement
(d) Central arrangement – transverse
(e) Central arrangement – axial (f) Central arrangement – mast-top
Figure 2 — Basic arrangement of luminaires (see 4.1.1)
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Table 4 ― Example of luminaire spacing chart

(semi-cylindrical illuminance)
Lighting category : B Luminaire : XYZ Company

Mounting height : 6 m Lamp : 70 watt high pressure sodium
Luminous flux : Initial 5 800 lumens
Glare value : 7820
45 1,3 1,2 1,0 0,9 0,8 0,6 0,5 0,4 0,3

1,4 1,3 1,2 1,0 0,9 0,8 0,6 0,5 0,4 0,3
40 1,6 1,4 1,3 1,2 1,0 0,9 0,8 0,6 0,5 0,4 0,3
1,9 1,6 1,4 1,3 1,2 1,0 0,9 0,8 0,6 0,6 0,4 0,3
35 2,2 1,9 1,6 1,4 1,3 1,2 1,0 0,9 0,8 0,6 0,5 0,4 0,3
Spacing, m 2,7 2,2 1,9 1,6 1,4 1,3 1,2 1,0 0,9 0,8 0,6 0,5 0,4 0,3
30 3,2 2,7 2,2 1,9 1,6 1,4 1,3 1,2 1,0 0,9 0,8 0,6 0,5 0,4
4,3 3,2 2,7 2,2 1,9 1,6 1,4 1,3 1,2 1,0 0,9 0,8 0,6 0,5
25 5,0 4,3 3,2 2,7 2,2 1,9 1,6 1,4 1,3 1,2 1,0 0,9 0,8 0,6
6,3 5,0 4,3 3,2 2,7 2,2 1,9 1,6 1,4 1,3 1,2 1,0 0,9 0,8
20 7,5 6,3 5,0 4,3 3,2 2,7 2,2 1,9 1,6 1,4 1,3 1,2 1,0 0,9
5 10 15 20 25 30 35 40
Road reserve width, m
NOTE This table is illustrative only and does not represent an optimum luminaire distribution.
5 General design considerations

5.1 General
The lighting of roads cannot be related solely to straight sections or curves. Intersections and other
discontinuities in the road must also be taken into account. The lighting parameters do not change
at an intersection, but it is important that the driver of a vehicle be given proper visual guidance on
the nature of the intersection. Recommendations for a number of situations are given below.
5.2 Gradients and humps

On gradients, the luminaires should be mounted with their normal horizontal plane so tilted as to be
parallel to the inclined carriageway surface. Even if very slight, humps should be given careful
consideration. There is often no definite background against which objects near the crest of a hump
can be seen, and objects beyond the crest are wholly or partially invisible. From a distance, the
luminaires near the hump appear low down. They are often seen against the crest of the hump and
form a confused pattern that conceals objects and the lights of oncoming vehicles. Where this
happens, every device (for example, light-coloured backgrounds) that will improve visibility should
be used. Specific situations are so varied that comprehensive general rules cannot be given.
NOTE It should be remembered that bridges often present the same problems as humps do, and that the
same considerations therefore apply when lighting is being designed for bridges.
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5.3 Crossroads and pedestrian crossings

The fundamental principle on which the arrangement of luminaires at crossroads is based can best
be illustrated by considering how one sees a pedestrian traversing a pedestrian crossing on a one-
way street. When a single luminaire is used to light a pedestrian crossing, it can be so positioned
that the bright patch it produces covers the greater part of the crossing. This, however, leaves a
dark background against which it is difficult to see the pedestrians (see figure 3(a)).
It is desirable, therefore, to provide a supplementary luminaire positioned further away and on

the other side of the carriageway. This will ensure a bright background to the pedestrian (see
figure 3(b)).
The same reasoning applied to roads that carry traffic in both directions, indicates that a crossing
should always occur midway between consecutive luminaires positioned on opposite sides of the
carriageway.
When it is desired to mark a discontinuity in a carriageway without breaking the continuity of the
lighting, it is recommended that the level of luminance be increased (generally by reducing the
spacing) near the point of discontinuity, while still positioning luminaires far enough away from the
discontinuity not to interfere with the continuity of the lighting arrangement of the luminaires.
A few typical cases of lighting arrangements on roads that carry two-way traffic, based on these
principles, have been included in the figures as follows:
a) At the intersection of an illuminated road and an unilluminated road. For opposite

arrangement see figure 4(a) and for staggered arrangement see figure 4(b).
b) At the intersection of two illuminated roads of equal importance (see figure 5). A luminaire
must never be positioned in the centre of the intersection because it will cause a bright strip at
the entrance to the crossroad, which would completely obscure both the crossroad and any
pedestrian crossing situated at the exit from the intersection.
c) At a T-junction (see figure 6). The same principles are applied, but in this case it is essential
that there be a bright background for the luminaire that is situated opposite the left-hand side of
the road that terminates at the junction. If there are no suitable facades, a suitable artificial
background should be provided.
d) At a curved fork (see figure 7). The lighting of a fork in the road can best be illustrated by
considering an example where the carriageway that lies on the inside of the curve is the
principal route. Figure 7 shows the single-side arrangement of the lighting of a curved fork in the
road. Figure 7(a) shows the situation in plan. Figures 7(b) and 7(c) show two perspective views
by day, and figures 7(d) and 7(e) show two perspective views by night. Although the two
arrangements are almost identical, the day view shows the character and the direction of the two
carriageways very well, but the night view with luminaire No. 1 in its original position gives the
definite impression that the right-hand carriageway is the more important one. It may even seem
to indicate that the carriageway carries on in a straight line. This effect results from the presence
of a bright patch at the entry to the secondary road, while the entry to the principal route is
insufficiently lit by luminaire No. 1 (see figure 7(d)). There is also too great a concentration of
luminaires near the entry to the secondary road. The re-positioning of this luminaire to the
opposite side of the road will give the correct indication of the character of the two roads and will
provide adequate guidance by both day and night (see figure 7(c) and figure 7(e)).
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5.4 Roundabouts
The lighting at roundabouts presents two distinct problems:
a) It must ensure that approaching drivers are made aware of the presence and layout of the
roundabout soon enough to enable them to take appropriate action.
b) It must provide adequate visibility for drivers once they have entered the roundabout and are
negotiating it and turning out of it. The layout of a roundabout is very difficult to “read” from a
distance, particularly from the distance from which it should be readable by drivers of vehicles
approaching at a high speed. The island may be invisible if it is positioned on a crest, and may,
in some configurations, be “read” as part of the road ahead. The first requirement, therefore, is
to ensure that the driver sees that there is an island there.
Figure 3(a) — Lighting of pedestrian crossing by a single luminaire
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Figure 3(b) — Increase in the luminance of background behind a pedestrian crossing

achieved by using a second luminaire
Figure 3 — Lighting of pedestrian crossings
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Figure 4(a) — Arrangement recommended at the intersection of an illuminated road

(opposite arrangement) and an unilluminated road
Figure 4(b) — Arrangement recommended at the intersection of an illuminated road

(staggered arrangement) and an unilluminated road
Figure 4 — Arrangement of luminaires at the intersection of an

illuminated and an unilluminated road
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Figure 5 — Arrangement recommended at the intersection of

two illuminated roads (staggered arrangement)
Figure 6 — Arrangement recommended at a T-junction
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Figure 7(a) — The situation in plan
Figure 7(b) — Perspective view by day. Figure 7(c) — Perspective view by day.
Luminaire 1 in its original position Luminaire 1 repositioned on the
opposite side of the carriageway
Figure 7(d) — Perspective view by night. Figure 7(e) — Perspective view by night.
Luminaire 1 in its original position Luminaire 1 repositioned on the
opposite side of the carriageway
Figure 7 — The lighting of a curved fork in the road
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5.5 Guidelines for minimizing urban sky glow near astronomical

observatories
The extremely rapid increase in the amount of outdoor lighting in most urban areas over recent
decades has resulted in levels of sky glow that have seriously affected several astronomical
observatories and that are threatening others, even those that have been purposely located more
than 100 km from large cities.
The International Astronomical Union and the International Commission on Illumination co-operated
in preparing guidelines to prompt collective action to minimize the degradation of the environment of
astronomical observation sites. Details of these guidelines can be obtained from the South African
National Committee on Illumination.
5.6 Lighting masts as hazards

It often happens that a motor vehicle involved in a road accident leaves the carriageway, and the
probability of this happening increases in direct proportion to the speed of the vehicle. If the vehicle
collides with a lighting mast, the severity of injuries to the occupants is likely to be increased. The
frequency of such collisions decreases the more distant the masts are from the edge of the
carriageway. The recommended practice for positioning masts is as follows (but if crash barriers are
provided, the values given may be reduced):
a) Roads on which the speed limit is 65 km/h or more. Normally, the set-back should be at least
1 m if the carriageway is kerbed and 2 m if it is shouldered. In exceptional cases, a smaller set-
back may have to be used on a kerbed carriageway but it should never be less than 0,5 m.
b) Roads on which the speed limit is less than 65 km/h. The set-back between the masts and
the carriageway edge should be 1,5 m, and this distance should be increased if it is possible to
do so without obstructing the footway. The set-back should never be less than
1) 0,5 m for roads having a crossfall or camber not exceeding 1:40 towards the kerb,
2) 0,6 m for roads having a camber exceeding 1:40 but not exceeding 1:24, and
3) 0,75 m for roads having a camber exceeding 1:24.
5.7 Aesthetics
A lighting installation must not only be efficient by night, but should also be aesthetically appealing
by day. There are no simple or universal rules for aesthetically satisfactory design and layout,
because every city, town and village has its own character, and what may look good in one place
may be quite incongruous in another. When an installation is being designed, careful attention
should be given to the design of the luminaires and their supports, and to the surroundings in which
they are to be positioned.
6 Maintenance
If a lighting installation is to function properly, it is essential that it be properly maintained.
Maintenance comprises
a) the regular cleaning of glass or plastics transparent media, reflectors, refractors, diffusers and
lamps,
b) replacement of broken parts,
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c) renewal of lamps and starter switches (if any) and replacement of items such as reflectors if they
have become tarnished or corroded and cannot be restored by cleaning,
d) adjustment of lamps to the correct positions within the light-controlling elements,
e) greasing of hinges and catches, and
f) painting of surfaces that require it.
The intervals at which maintenance should be performed will depend to a great extent upon local
conditions and cannot be generally prescribed. Nor is it practicable in this part of SANS 10098 to
prescribe photometric tests that will provide a reliable check that maintenance has been correctly
performed. (Experience has shown that it is difficult to carry out such tests with sufficient accuracy.)
A good guide to efficient maintenance is regular, careful visual inspection.
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Appendix A
Applicable standards
Reference is made to the latest issues of the following standards:
ARP 035, Guidelines for the installation and maintenance of street lighting. Amdt 2
BS 5489-2, Code of the practice for the design of road lighting – Lighting of tunnels. Amdt 3
CIE Publication 12.2, Recommendations for the lighting of roade for motorized traffic Amdt 1
CIE Publication 30.2, Calculation and measurement of luminance and illuminance in

road lighting, 2nd ed, 1982. Amdt 3
CIE Publication 31, Glare and uniformity in road lighting installations.
CIE Publication 115, Lighting of roads for motor and pedestrian traffic. Amdt 1
CIE Publication 140, Road lighting calculations. Amdt 3
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Appendix B
Luminaire dirt depreciation factors Amdt 1

(This appendix forms part of the provisions of this part of SANS 10098)
The amount of dirt accumulation depends on both the IP rating (i.e. the protection classification) of
the luminaire and the environment in which the luminaire is installed. Table B.1 gives details of the
relative dirt depreciation factors for stated ratings and environmental aspects. The table is based on
the following environmental conditions: Amdt 1
a) Clean: No smoke-generating or dust generating activities nearby. Moderate traffic. The ambient
particulate level does not exceed 300 µg/m3 (rural areas). Amdt 1
b) Average: Moderate smoke-generating or dust-generating activities nearby. Heavier traffic. The

ambient particulate level does not exceed 600 µg/m3 (residential and light industry areas).
Amdt 1
c) Dirty: Smoke or dust plumes generated by activities nearby could occasionally envelop the
luminaire (heavy industrial areas). Amdt 1
Table B.1 — Dirt depreciation factors
1 2 3 4 5 6 7
Light output ratio
IP rating of
Environment Burning period, months
luminaire
12 18 24 30 36
IP2X Clean 0,90 0,82 0,79 0,78 0,75
Average 0,62 0,58 0,56 0,53 0,52
Dirty 0,53 0,48 0,45 0,42 0,41
IP5X Clean 0,92 0,91 0,90 0,89 0,88
Average 0,90 0,88 0,86 0,84 0,82
Dirty 0,89 0,87 0,84 0,80 0,76
IP6X Clean 0,93 0,92 0,91 0,90 0,89
Average 0,92 0,91 0,89 0,88 0,87
Dirty 0,91 0,90 0,88 0,86 0,83
NOTE More information on luminaire maintenance can be found in ARP 035, Guidelines for
the installation and maintenance of street lighting.
Amdt 1; amdt 2
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Appendix C
Lighting of curves in the road

Spacing ratio SR
Note (a)
Radius of curvature RC, m

Note (b)
NOTE
a) The spacing ratio SR is the ratio of the luminaire spacing required for the curve to the luminaire spacing for
a straight section of road.
b) The radius of curvature RC is measured to the centre-line of the road.
Figure C.1 — Curve spacing chart
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Appendix D
Lighting design criteria for a group A road

D.1 Design criteria

D.1.0 Calculation methods Amdt 3
Notwithstanding the design criteria in D.1.1 to D.1.3, the calculation methods given in
CIE Publication 140 shall be adhered to. Amdt 3
D.1.1 Average luminance

The average luminance is calculated for a defined portion of the road. This portion known as the
calculation area, is generally the distance between two lighting masts on the same side of the road.
Observations of this area are made from a point that is 60 m in front of the boundary of the
calculation area, and one-quarter of the carriageway width from the left-hand side of the road at a
height of 1,5 m above ground level. This is illustrated in figure D.1.
The calculation area is divided into 100 equally spaced calculation points and the total average
luminance is the sum of these individual point measurements divided by the number of calculation
points.
D.1.2 Uniformity
The following two uniformity criteria are used:
a) Overall uniformity is the minimum value of luminance in the calculation area divided by the
average luminance.
b) Longitudinal uniformity is calculated along the centre-line of each lane and is the ratio of the
minimum luminance along this line to the maximum on the line, the observation point in each
case being in the same lane.
D.1.3 Limitation of glare
D.1.3.1 Discomfort glare
Deleted by amendment No. 1.
D.1.3.2 Disability glare
This form of glare causes impaired vision owing to the presence of light sources in the field of view
of a driver. These glare sources cause stray light in the eye, which superimposes on the image of
the retina and lowers contrast. This equivalent veiling luminance LV is dependent on the following
parameters:
L v = f (E g , θ)
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where
Eg = illuminance on the observer’s eye produced by the light source in the plane
perpendicular to the line of sight, lux
θ = angle between the line of sight and the direction of the centre of the glare source,
degrees.
The value of LV is the sum of the values for each individual luminaire in the field of view. The
threshold increment TI is expressed as the difference between the value of the threshold under
glare conditions and its value without glare, expressed as a percentage of the value without glare.
Further details of glare in road lighting installations are given in CIE Publication 31.
a) For a 2-lane road, staggered arrangement or single sided.
b) For a 4-lane road, opposite arrangement
c) Siting of observer for glare calculations
Figure D.1 — Examples of observation positions on straight road sections
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Appendix E
Methods of calculation and measurement

E.1 Semi-cylindrical illuminance

Figure E.1 illustrates the concept of semi-cylindrical illuminance and gives the formula for its
calculation.
ESC = I Sin α Cos² α(1 + Cos β)

πh²
where
I = luminous intensity in direction of observer, cd
ESC = semi-cylindrical illuminance, lux
β = angle between direction of light incidence and direction of observation

projected onto a horizontal plane, degrees
α = angle between direction of light incidence and the vertical, degrees
h = height of light source above eye level (where eye level is usually
taken as 1,5 m above ground level), m
Figure E.1 — Semi-cylindrical illuminance
Semi-cylindrical illuminance can be directly measured by means of special photocells connected to

an illuminance meter.
The point of lowest illuminance will probably be beneath the luminaire but a driver in a moving
vehicle will experience this point for a very brief period of time only. When minimum values are
being calculated, a grid should be devised in which the axis is 0,5 m clear of the point directly
beneath the luminaire in order to ensure that this point is not included in the calculation.
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E.2 Luminaire glare restriction formula

Deleted by amendment No. 1.
E.3 Modelling
The acceptability of an installation will be judged on the “naturalness” of the appearance of people
when illuminated by the installation. This is a measure of the modelling of their features. They will
have neither excessive nor inadequate contrast, both of which can cause distortions. Studies have
shown that the ratio of the vertical (Ev) to the semi-cylindrical (Esc) illuminances will give good
guidance regarding modelling. It is therefore recommended that
(E v )
be between 0,8 and 1,3.
(E sc )
This aspect of lighting design be incorporated into the overall design concept of special areas
where, for aesthetic reasons, the appearance of the users and the furniture in the area must receive
special consideration.
35
36
Table F.1 — Luminous intensity distribution
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28
Luminous intensity (I), cd/1 000 lamp lumens

γ
(This appendix does not form part of the provisions of this part of SANS 10098)
angle, C angle, degrees
Example of a luminaire intensity distribution table

degrees
270 285 300 310 315 320 325 330 335 340 345 350 355 000 005 010 015 020 025 030 035 040 045 050 060 075 090
0,0 189 189 189 189 189 189 189 189 189 189 189 189 189 189 189 189 189 189 189 189 189 189 189 189 189 189 189
10,0 185 186 189 190 190 188 187 188 190 189 188 187 187 191 190 190 190 188 186 185 184 182 178 177 174 170 165
20,0 163 167 172 177 179 179 180 186 191 194 198 203 206 201 207 208 208 205 200 194 186 179 172 166 157 145 135
30,0 121 136 152 161 166 168 172 180 188 202 215 224 233 238 237 233 225 215 205 192 177 167 160 153 141 126 113
35,0 95 113 135 140 142 145 152 165 179 197 215 233 243 248 243 236 226 212 194 177 159 146 136 130 121 104 97
40,0 86 96 110 120 126 127 138 147 164 180 212 235 251 252 243 225 203 182 162 143 128 117 109 103 92 82 73
45,0 65 83 102 110 116 124 131 142 159 183 211 235 254 260 242 218 193 166 140 123 111 104 97 92 82 68 61
47,5 61 79 96 105 113 120 130 145 165 188 213 238 257 263 244 218 195 168 140 123 110 103 98 90 75 65 60
50,0 59 75 94 104 109 117 130 149 170 192 217 242 260 268 249 224 199 168 143 125 113 105 100 94 82 65 60
52,5 61 72 89 102 107 115 131 152 174 197 222 247 263 269 252 228 200 170 147 130 118 109 102 93 80 66 60
55,0 65 70 80 94 104 116 131 153 176 201 227 250 265 271 256 230 201 175 154 137 124 112 102 93 80 67 62
57,5 63 68 78 93 103 114 132 153 177 202 226 247 265 272 257 230 197 175 157 140 130 116 104 93 79 68 62
Appendix F
60,0 62 69 77 91 100 113 130 151 176 200 223 243 265 267 258 229 196 175 160 142 133 120 105 94 79 71 62
62,5 61 69 77 90 98 111 128 149 173 195 215 239 263 267 260 229 195 174 160 144 134 122 107 95 80 73 61
65,0 60 69 77 89 97 110 126 145 166 184 205 233 261 276 265 233 198 173 157 144 133 121 107 95 80 75 60
67,5 62 68 75 84 94 104 119 136 154 170 194 228 265 292 288 248 207 170 148 139 129 120 104 93 80 70 59
70,0 65 66 73 82 90 98 110 123 138 167 183 221 278 320 329 278 218 167 136 125 118 106 96 88 78 66 58
72,5 67 63 65 72 80 89 98 108 120 139 169 214 292 363 360 310 230 160 120 107 102 95 87 80 70 66 54
75,0 68 61 62 66 70 74 81 90 101 122 151 205 272 356 345 290 219 145 104 89 80 78 76 71 60 63 45
77,5 58 53 51 53 56 58 65 71 80 93 123 180 205 275 265 205 173 121 84 74 61 60 62 60 52 56 37
80,0 43 39 38 38 40 42 44 50 56 65 82 125 137 158 154 115 98 85 59 52 35 39 44 40 35 33 25
82,5 22 22 23 24 24 24 25 30 35 41 50 61 75 78 77 67 53 48 37 33 22 22 20 18 18 17 16
85,0 14 14 15 16 15 15 17 21 25 29 33 41 45 45 51 47 37 31 26 20 15 14 13 12 11 10 10
87,5 10 10 10 9 10 11 12 13 18 21 24 27 30 30 31 30 25 21 20 15 11 10 9 9 8 8 8
90,0 8 8 8 8 9 9 9 10 12 14 19 21 22 22 22 20 19 15 14 11 7 7 6 6 6 6 6
92,5 5 5 5 5 5 5 6 7 9 12 15 16 16 17 17 16 14 12 11 8 6 5 5 5 4 4 4
95,0 4 4 4 4 4 4 4 5 7 11 13 14 14 14 14 13 11 9 7 6 5 4 4 4 3 3 3
97,5 3 3 3 3 3 3 3 4 6 9 11 11 12 12 12 11 9 7 5 4 4 3 3 3 3 2 3
100,0 3 2 2 2 2 3 3 3 5 7 10 10 10 10 9 9 8 6 4 3 3 3 3 2 2 2 2
102,5 2 2 2 2 2 2 2 2 3 6 8 8 8 8 8 7 7 5 3 3 2 2 2 2 2 2 2
105,0 2 1 1 1 1 1 1 2 2 3 6 6 7 7 7 6 6 4 3 2 1 1 1 1 1 1 1
120,0 1 1 0 0 0 1 1 1 1 2 2 2 3 3 3 3 3 2 2 1 1 1 0 0 0 0 0
135,0 0 0 0 0 0 0 0 0 0 1 1 1 1 1 1 1 1 1 1 0 0 0 0 0 0 0 0
150,0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
165,0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
180,0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
NOTE
a) The distribution is illustrative only, and does not represent an optimum intensity distribution.
b) See figure F.1 for system of co-ordinates.
SANS 10098-1:2007
Edition 3.3
c - ɣ - System
(System of co-ordinates in which the axis of rotation is vertical

to the illuminated plane and perpendicular to the axis of tilt)
Figure F.1 — System of co-ordinates
37
SANS 10098-1:2007
Edition 3.3
Appendix G
Terminology
G.1 As some words and expressions in the English language can be differently interpreted
between countries and language groups, an explanation of the usage of certain terms in this part of
SANS 10098 is given below.
a) Street, road. In CIE Publication 115, a street is defined as a road that has become partly or
wholly defined by buildings along one or both frontages. A road is defined as any public way for
the purpose of vehicular traffic. Fowler states that “any prepared surface along which vehicles
may pass can be referred to …… as a road” and a street is “a comparatively wide (area)
between two lines of houses or shops”. In this part of SANS 10098, the following usages have
therefore been adopted for clarity:
Amdt 1
Street – the whole area between building or property lines incorporating the footway and the
paved area for vehicular traffic.
Road – the paved area for vehicular traffic only.
b) Average lighting value and maintained lighting value. As there is some confusion regarding
usage of these terms, the following explanations of the usage in this document are given:
Average lighting value – the mean of a number of values calculated or measured at a number of
points in an installation.
Maintained lighting value – the value used in the calculation, based on
1) the lamp lumen depreciation at the planned time of replacement; and
2) the luminaire maintenance factor.
The lamp lumen depreciation factor of a lamp can be obtained from the lamp manufacturer, who will
give details of the light output of the lamp from original switch-on until some point in time usually
beyond any economical replacement time. This factor may vary according to the lamp’s burning
position. A designer will select a specific time to replace lamps according to the mortality and lumen
depreciation factor and the relevant costs of labour and material. The light output of the lamps at
that time should be used in all calculations.
The luminaire maintenance factor will depend on the locality and atmosphere of the urban area in
which the equipment is to be installed and the frequency of the cleaning that will be carried out
during the life of the equipment. Designers can be guided by individual measurements on site.
© SABS
38
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© SABS.

Any reference to SABS 098-1 is deemed

SOUTH AFRICAN NATIONAL STANDARD

Part 1: The lighting of public thoroughfares

Published by SABS Standards Division

British Standards Institution

and also wishes to acknowledge the initiative taken by members of

The Association of Municipal Electricity Undertakings of South Africa

This document was published in September 2007.

This document supersedes SABS 098-1:1990 (second revision).

Reaffirmed and reprinted in June 2013.

Publication 23 International recommendations for motorway lighting, 1973.

Publication 27 Photometry of luminaires for street lighting, 1973.

Publication 31 Glare and uniformity in road lighting installations, 1976.

Publication 32A/B Lighting in situations requiring special treatment.

Publication 33A/B Depreciation of installations and their maintenance, 1977.

Publication 47 Road lighting for wet conditions, 1979.

Publication 92 Guide to the lighting of urban areas, 1992. Amdt 1

Publication 140 Road lighting calculations. Amdt 3

4 Design methods .................................................................................................................. 11

4.1 Group A roads ............................................................................................................ 11

5 General design considerations............................................................................................ 20

Appendix A Applicable standards ......................................................................................... 29

Appendix B Luminaire dirt depreciation factors .................................................................... 30

Appendix D Lighting design criteria for a group A road ........................................................ 32

Appendix E Methods of calculation and measurement ........................................................ 34

Appendix F Example of a luminaire intensity distribution table ............................................ 36

Appendix G Terminology ...................................................................................................... 38

glare control mark

intensity distribution curve

luminaire maintenance factor

luminous intensity (in a given direction)

a) alternately on either side of a carriageway (see figure 2(b)), or

illuminance uniformity ratio

Iongitudinal luminance uniformity

overall luminance uniformity

surround illuminance ratio

3.2 Visibility: Drivers' needs

3.3 Visibility: Pedestrians' needs

3.4 Visibility: Residents’ needs

b) security of property bounding the street;

c) deterrence of acts of sabotage and terrorism;

e) provision of an attractive night-time environment.

3.5 Grouping of roads

d) location of roads; and

e) use of roads by cyclists or pedestrians.

Group A : Lighting for important routes.

3.6 Lighting requirements

3.6.1 Group A roads

a) the average road luminance (L);

b) the overall uniformity of road luminance (UO );

c) the longitudinal uniformity of road luminance (UL);

3.6.2 Group B and group C streets

a) horizontal illuminance at street level; Amdt 1

c) the overall uniformity of semi-cylindrical illuminance (Usc). Amdt 1

d) glare control (under consideration) (see appendix D). Amdt 1

Table 2 — Recommended lighting values for group B

EH av EH min ESc min

4.1.1 Method 1 (luminaire performance tables)

a) Identify the correct lighting category (see table 1).

4.1.2 Method 2 (computer calculations)

4.1.3 Computer programs

e) Glare characteristics. Values of (TI) will be calculated. Amdt 1

4.1.4 Calculation methods Amdt 2; amdt 3