BUREAU OF DESIGN AND ENVIRONMENT MANUAL

Chapter Fifty-six

HIGHWAY LIGHTING
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Chapter Fifty-six
HIGHWAY LIGHTING

Table of Contents

Section Page

56-1 GENERAL ............................................................................................................... 56-1.1

56-1.01 Responsibilities ...................................................................................... 56-1.1
56-1.02 Definitions .............................................................................................. 56-1.2

56-2 GUIDELINES FOR JUSTIFYING HIGHWAY LIGHTING ........................................ 56-2.1

56-2.01 Analyzing Highway Lighting Needs ....................................................... 56-2.1
56-2.02 Freeways ............................................................................................... 56-2.1

56-2.02(a) Continuous Freeway Lighting ........................................ 56-2.2
56-2.02(b) Complete Interchange Lighting ...................................... 56-2.3
56-2.02(c) Partial Interchange Lighting ........................................... 56-2.3
56-2.02(d) Crossroad Ramp Terminal Lighting ............................... 56-2.4

56-2.03 Streets and Highways Other Than Freeways ........................................ 56-2.4
56-2.04 Rest Areas ............................................................................................. 56-2.6
56-2.05 Weigh Stations ...................................................................................... 56-2.6
56-2.06 Bridge Structures and Underpasses ...................................................... 56-2.6
56-2.07 Tunnels .................................................................................................. 56-2.7
56-2.08 Roundabouts ......................................................................................... 56-2.7
56-2.09 Other Locations ..................................................................................... 56-2.8
56-2.10 Highway Sign Illumination ..................................................................... 56-2.8
56-2.11 Navigation and Obstruction Lighting ...................................................... 56-2.8
56-2.12 Transition Lighting ................................................................................. 56-2.9
56-2.13 Roadway Reconstruction ....................................................................... 56-2.9
56-2.14 Municipal and Residential Lighting ........................................................ 56-2.9
56-2.15 Ornamental Lighting .............................................................................. 56-2.9
56-2.16 Lighting for Nighttime Construction ....................................................... 56-2.9
56-2.17 Temporary Lighting ................................................................................ 56-2.9
56-2.18 Replacement Lighting ............................................................................ 56-2.10

56-3 MATERIALS AND EQUIPMENT ............................................................................. 56-3.1

56-3.01 Foundations and Mounting .................................................................... 56-3.1
56-3.02 Pole Bases ............................................................................................ 56-3.1
56-3.03 Poles ...................................................................................................... 56-3.3
56-3.04 Arms ...................................................................................................... 56-3.3
56-3.05 Luminaires ............................................................................................. 56-3.3

56-3.05(a) Light Sources ................................................................. 56-3.3
56-3.05(b) Optical System ............................................................... 56-3.4
56-3.05(c) Ballasts .......................................................................... 56-3.5
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56-3.05(d) Housing .......................................................................... 56-3.5

56-3.06 Other Materials and Equipment ............................................................. 56-3.5
56-3.07 Electric Service ...................................................................................... 56-3.5

56-4 LIGHTING PROJECTS (NEW) ............................................................................... 56-4.1

56-4.01 Determine Classifications and Justify Need .......................................... 56-4.1
56-4.02 Assemble Information ............................................................................ 56-4.1
56-4.03 Prepare Preliminary Plans ..................................................................... 56-4.2
56-4.04 Electrical and Mechanical Unit Central Office Review ........................... 56-4.3
56-4.05 Field Review .......................................................................................... 56-4.3
56-4.06 Final Plan Preparation/Contract Award ................................................. 56-4.3
56-4.07 Final Inspection ..................................................................................... 56-4.3

56-5 LIGHTING DESIGN ................................................................................................ 56-5.1

56-5.01 Methodologies ....................................................................................... 56-5.2

56-5.01(a) Illuminance ..................................................................... 56-5.2
56-5.01(b) Luminance ..................................................................... 56-5.2
56-5.01(c) Small-Target-Visibility (STV) .......................................... 56-5.5

56-5.02 Computerized Design ............................................................................ 56-5.5
56-5.03 Design Process ..................................................................................... 56-5.5
56-5.04 Design Considerations .......................................................................... 56-5.6

56-5.04(a) Roadway Classification .................................................. 56-5.6
56-5.04(b) Area Classification ......................................................... 56-5.7
56-5.04(c) Pedestrian Conflict Area Classification .......................... 56-5.7
56-5.04(d) Pavement Classification ................................................. 56-5.8
56-5.04(e) Illuminance and Luminance Design Levels .................... 56-5.9
56-5.04(f) Luminaire Characteristics .............................................. 56-5.9
56-5.04(g) Voltage Drop Determination ........................................... 56-5.17

56-5.05 Other Design Considerations ................................................................ 56-5.17

56-5.05(a) Roadside Safety Considerations .................................... 56-5.17
56-5.05(b) Foundation, Pole Mounting, and Structural
Considerations ............................................................... 56-5.22
56-5.05(c) Other Considerations ..................................................... 56-5.23

56-6 HIGH-MAST LIGHTING DESIGN ........................................................................... 56-6.1

56-7 REFERENCES ........................................................................................................ 56-7.1

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56-1 GENERAL
The general purpose of roadway lighting is to provide improved safety, security, and aesthetics
for the various users of the roadway and associated facilities. Lighting enables the driver to
recognize the geometry and condition of the roadway at extended distances, thereby simplifying
the driving task at night. This, in turn, increases driver visual comfort and reduces driver fatigue,
which contributes measurably to highway safety.
Due to the large and diverse volume of highway lighting information, it would be impractical for
this Chapter to present a complete design guide. Instead, the intent is to provide the user with a
synopsis of the highway lighting design process and to present IDOTs criteria, policies, and
procedures on this issue. Use the references listed in Section 56-7 as guidance for highway
lighting design.

56-1.01 Responsibilities
Each district is responsible for the highway lighting projects within their respective jurisdictions
(e.g., information gathering, plan preparation). See Chapter 63 for additional information on
plan preparation.
The district will contact the Electrical and Mechanical Unit in the Central Office to design the
project lighting. If it is mutually decided to have it designed by a consultant, a pre-design
discussion will be held with the consultant to outline the lighting design parameters for the
project.
The consultant lighting design must be submitted and approved by the Electrical and
Mechanical Unit before lighting plans are submitted. The district will submit all consultant
preliminary and final lighting plans to the Central Office for review and approval by the Electrical
and Mechanical Unit.
Lighting plans for all types of lighting installations will be reviewed and approved by the
Electrical and Mechanical Unit in the Central Office. See Chapter 11 for additional information
on the local agency highway lighting improvement projects that must be submitted for review.
District 1 is responsible for highway lighting projects within their jurisdiction. This includes both
lighting design and plan review for approval.

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56-1.02 Definitions
The following definitions are for a common understanding of terms for non-practitioners in the
lighting field; consult listed references for detailed definitions:
1. Average Initial Illuminance. The average level of horizontal illuminance on the pavement
area of a traveled way at the time the lighting system is installed, when lamps are new
and luminaries are clean; expressed in average footcandles (lux) for the pavement area.
See definition of Illuminance.
2. Average Maintained Illuminance (Eh). The average level of horizontal illuminance on the
roadway pavement when the output of the lamp and luminaire is diminished by the
maintenance factor (MF); expressed in average footcandles (lux) for the pavement area.
See definition for Maintenance Factor.
3. Ballast. An electrical device used with high-intensity discharge lamps to regulate electric
current through the lamp and provide the necessary voltage to start and operate the
lamp.
4. Candela (cd). A measure of the luminous intensity of a light source as seen by the eye
(a.k.a., candle). For example, because the eye is less sensitive to blue light than to
green light, a blue light source must radiate more power in watts (W) than a green light
source if the two are to have the same luminous intensity. Most light sources have
different luminous intensities when viewed from different directions and so the luminous
intensity for a light source may vary with the angle at which it is viewed (1 cd = 1 cp).
5. Candela per Square Meter (cd/m
2
). The metric unit of luminance (photometric
brightness) that is equal to the uniform luminance of a perfectly diffusing surface emitting
or reflecting light at the rate of one lumen per square meter (lm/m
2
) or the average
luminance of any surface emitting or reflecting light at that rate (1 cd/m
2
= 0.2919 fl).
6. Candlepower (cp). The luminous intensity in a specific direction; expressed in candelas
(cd). It is no indication of the total light output (1 cp = 1 cd).
7. Coefficient of Utilization (CU). The ratio of the luminous flux (lm) from a luminaire
received on the pavement surface to the rated lumens emitted by the luminaire.
8. Disability Glare. Glare resulting in reduced visual performance and visibility. It often is
accompanied by discomfort. See definitions for Discomfort Glare and Glare.
9. Discomfort Glare. Glare producing discomfort. It does not necessarily interfere with
visual performance or visibility. See definition for Glare.
10. Footcandle (fc). The US Customary unit of measurement for illuminance on a surface
one square foot (ft
2
) in area where there is uniformly distributed a light flux of one lumen
(lm) (1 fc = 10.76 lx).
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11. Footlambert (fl). The US Customary unit of luminance (photometric brightness) equal to
the uniform luminance of a perfectly diffusing surface emitting or reflecting light at the
rate of one lumen per square foot (lm/ft
2
) or the average luminance of any surface
emitting or reflecting light at that rate (1 fl = 3.426 cd/m
2
).
12. Glare. The optical sensation produced by luminance within the visual field that is
sufficiently greater than the luminance to which the eyes are adapted and causes
annoyance, discomfort, or loss in visual performance and visibility. See definitions for
Disability Glare and Discomfort Glare.
13. House Side. The horizontal direction away from the roadway or behind the nadir of the
luminaire. See definitions for Street Side and Nadir.
14. Isolux Diagram. A diagram plotted on any appropriate set of coordinates to show all
points on a surface where the illuminance is the same, represented by a series of isolux
line curves.
15. Illuminance. The density of the luminous incident on a surface. It is the quotient of the
luminous flux by the area of the surface when the latter is uniformly illuminated.
16. Lamp Lumen Depreciation Factor (LLD). A depreciation factor that indicates the
decrease in a lamps initial lumen output over time. For design calculations, the initial
lamp lumen value is reduced by LLD to compensate for the anticipated lumen reduction.
See definition for Maintenance Factor.
17. Light Standard (Pole). A pole provided with the necessary internal attachments for
wiring and the external attachments for the bracket and luminaire.
18. Longitudinal Roadway Line (LRL). A line along the roadway parallel to the curb or
shoulder line. See definition for Transverse Roadway Line.
19. Lumen (lm). The unit of luminous flux. It is equal to the flux through a unit solid angle
(steradian), from a uniform point source of one candela (cd), or to the flux on a unit
surface, all points of which are at unit distance from a uniform point source of one
candela.
20. Luminaire. A complete lighting unit consisting of a lamp or lamps and ballast together
with accessories (reflector and/or refractor) designed to distribute the light to its intended
target area.
21. Luminaire Dirt Depreciation Factor (LDD). A depreciation factor that indicates the
expected reduction of a lamps initial lumen output due to the accumulation of dirt on or
within the luminaire over time. See definition for Maintenance Factor.
22. Luminance. The luminous intensity of any surface in a given direction per unit of
projected area of the surface as viewed from that direction.
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23. Luminous Efficacy (lm/W). The quotient of the luminous flux (lm) emitted by the total
lamp power input. It is expressed in terms of lumens per watt (lm/W).
24. Luminous Efficiency (%). The ratio of the total luminous flux emitted by a luminaire to
that emitted by the bare lamp.
25. Luminous Intensity. See definition of Candela.
26. Lux (lx). The metric unit of illuminance on a surface one square meter (m
2
) in area on
which there is uniformly distributed light flux of one lumen (lm), or the illuminance
produced on a surface where all points are at a distance of one meter (m) from a uniform
point source of one candela (cd) (1 lx = 1 lm/m
2
= 0.0929 fc).
27. Maintenance Factor (MF). A combination of light loss factors (LLD, LDD, EF) used to
denote the reduction of the illumination for a given area after a period of time compared
to the initial illumination on the same area (MF = Luminaire Lumen Depreciation (LLD)
Luminaire Dirt Depreciation (LDD) Equipment Factor (EF)).
28. Mounting Height. The vertical distance between the roadway surface and the center of
the light source in the luminaire.
29. Nadir. The vertical axis that passes through the center of the luminaire light source.
30. Overhang. The horizontal distance between a vertical line through the nadir of a
luminaire and the edge of traveled way or edge of the area to be illuminated.
31. Setback. The horizontal distance between the face of a light pole and the edge of
traveled way.
32. Spacing. The distance in meters between successive light poles.
33. Street Side. The horizontal direction toward the roadway from the nadir of the luminaire.
See definition of House Side.
34. Transverse Roadway Line (TRL). Any line across the roadway that is perpendicular to
the curb or shoulder line. See definition of Longitudinal Roadway Line.
35. Uniformity Ratio (E
h
/E
min
). The ratio of average maintained horizontal illuminance (E
h
) to
the maintained horizontal illuminance at the point of minimum illumination (E
min
) on the
pavement. A uniformity ratio of 3:1 means that E
h
- footcandles (lux) is three times the
E
min
- footcandles (lux) at the point of least illuminance on the pavement.
36. Utilization Curve. A plot of the quantity of light falling on the horizontal surface both in
front (street side) and behind (house side) the luminaire. It shows only the percent of
bare lamp lumens that fall on the horizontal surface and is plotted as a ratio of width of
area to mounting height of luminaire.

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56-2 GUIDELINES FOR JUSTIFYING HIGHWAY LIGHTING
Providing lighting for all highway facilities is neither practical nor cost effective. It is generally
IDOTs practice only to provide highway lighting where justified based on sound engineering
judgment and on the criteria, recommendations, and principles presented in the AASHTO
publication Roadway Lighting Design Guide and NCHRP Report No. 152 Warrants for Highway
Lighting.
The Department will assess the economic feasibility of lighting on roadway projects and
prioritize potential lighting projects. A location that appears to justify lighting does not
necessarily obligate the Department to provide funding. Local agencies may provide lighting
within their respective jurisdictions provided they find sufficient benefit in the forms of
convenience, safety, policing, community promotion, public relations, etc., to participate in an
appreciable percentage of the cost of, or wholly finance, the installation, maintenance,
operation, and energy needs of the lighting facilities; see Chapter 5.
For a highway lighting facility to be considered for funding by IDOT, the lighting system must be
both economically feasible and justified based on the applicable criteria presented in the
following sections. The impacts of local conditions (e.g., frequent fog, ice, snow, roadway
geometry, ambient lighting, sight distance, signing) should also be considered when analyzing
highway lighting needs.

56-2.01 Analyzing Highway Lighting Needs
The AASHTO publication Roadway Lighting Design Guide presents an empirical approach to
analyzing highway lighting needs with primary application to freeway-type facilities. The
principal considerations are vehicular traffic volume, interchange spacing (i.e., an indicator of
the relative frequency of vehicular traffic maneuvers), land development and artificial lighting
conditions in the area surrounding the freeway, and the night-to-day crash ratio. The affect of
these factors on driver visibility should be considered in the lighting needs analysis.
A supplemental approach to analyzing highway lighting needs, based primarily on an analytical
evaluation of driver information, is published in NCHRP Report No. 152 Warrants for Highway
Lighting. This publication has application to both urban-type facilities (e.g., streets, arterials,
intersections) and freeway-type facilities (e.g., Interstates). In urban areas where the analyst
may find difficulty in applying the AASHTO empirical approach, Report No. 152 offers an
alternative approach for analyzing highway lighting needs. Additional information for analyzing
partial interchange lighting is available in NCHRP Report No. 256.

56-2.02 Freeways
Use the criteria presented in the following sections when analyzing the lighting needs for State-
maintained freeway facilities.
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56-2.02(a) Continuous Freeway Lighting
Continuous lighting consists of all mainline and direct connections, and provides for complete
lighting of all associated interchanges. Lighting may be provided through high-mast facilities,
conventional, or both. Continuous freeway lighting (CFL) should be considered under the
following conditions:
1. Freeway Volume. On those freeway sections in and near cities where the current ADT
is 30,000 or more, CFL should be considered.
2. Interchange Spacing. CFL should be considered where three or more successive
interchanges are located with an average spacing of 1.5 miles (2.5 km) or less, and
adjacent areas outside the right-of-way are substantially urban in character.
3. Land Development/Lighting Conditions. Consider CFL where, for a length of 2 miles (3
km) or more, the freeway passes through a substantially developed suburban or urban
area where one or more of the following conditions exist:
local traffic operates on a complete street grid having some form of street
lighting, parts of which are visible from the freeway;
the freeway passes through a series of developments (e.g., residential,
commercial, industrial areas, civic areas, colleges, parks, terminals), which
include facilities (e.g., roads, streets, parking areas, yards) that are lighted;
separate cross streets, with and without connecting ramps, occur with an
average spacing of 0.5 miles (1 km) or less, some of which are lighted as part of
the local street system; or
freeway cross-section elements (e.g., median, shoulders) are substantially
reduced in width below desirable criteria in relatively open country.
4. Night-To-Day Crash Ratio. CFL should be considered where the night-to-day ratio of
crash rates is at least 2.0 or higher than the statewide average for all unlighted similar
sections, and a study indicates that lighting may be expected to result in a significant
reduction in the night crash rate. The number of nighttime crashes should also be
evaluated.
5. Local Agency Needs. CFL should be considered where the local agency finds sufficient
benefit in the forms of convenience, safety, policing, community promotion, public
relations, etc., to pay an appreciable percentage of the cost of, or wholly finance, the
installation, maintenance and operation of the lighting facilities. See Chapter 5 for
additional information on local agencies lighting responsibilities.
6. Local Conditions. CFL should be considered where local conditions (e.g., frequent fog,
ice, snow, roadway geometry, ambient lighting, sight distances, or frequent advertising
signing) could justify lighting.
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56-2.02(b) Complete Interchange Lighting
Complete interchange lighting (CIL) consists primarily of lighting the freeways through traffic
lanes within the interchange area, the traffic lanes of all ramps, the acceleration and
deceleration lanes, all ramp terminals, and the crossroad between the outermost ramp
terminals. Consider CIL at interchanges under the following conditions:
1. Ramp Volume. CIL should be considered where the total current ADT ramp traffic
entering and exiting the freeway within the interchange area exceeds 10,000 for urban
conditions, 8000 for suburban conditions, or 5000 for rural conditions.
2. Crossroad Volume. Consider CIL where the current ADT on the crossroad exceeds
10,000 for urban conditions, 8000 for suburban conditions, or 5000 for rural conditions.
3. Land Development/Lighting Conditions. Consider CIL at locations on unlighted freeways
where existing substantial commercial or industrial development, which is lighted during
hours of darkness, is located in the immediate vicinity of the interchange, or where the
crossroad approach legs are lighted for 0.5 miles (1 km) or more on each side of the
interchange.
4. Night-to-Day Crash Ratio. CIL should be considered where the night-to-day ratio of
crash rates within the interchange area is at least 1.5 or higher than the statewide
average for all unlighted similar sections, and a study indicates that lighting may be
expected to result in a significant reduction in the night crash rate. The number of
nighttime crashes should also be evaluated.
5. Local Agency Needs. CIL should be considered where the local agency finds sufficient
benefit in the forms of convenience, safety, policing, community promotion, public
relations, etc., to pay an appreciable percentage of the cost of, or wholly finance, the
installation, maintenance, and operation of the lighting facilities. See Chapter 5 for
additional information on lighting responsibilities of local agencies.
6. Continuous Freeway Lighting. Provide CIL at interchanges where continuous freeway
lighting is provided. See Section 56-2.02(a).

56-2.02(c) Partial Interchange Lighting
Partial interchange lighting (PIL) generally is a lighting configuration that defines lighting for the
decision-making areas. It consists of a few luminaires located in the vicinity of all ramp
terminals. The usual practice is to light those general areas where the exit and entrance ramps
connect with the through traffic lanes of the freeway and generally those areas where the ramps
intersect the crossroad. Consider PIL at interchanges under the following conditions:
1. Ramp Volume. Consider PIL where the total current ADT ramp traffic entering and
exiting the freeway within the interchange area exceeds 5000 for urban conditions, 3000
for suburban conditions, or 1000 for rural conditions.
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2. Freeway Volume. Consider PIL where the current ADT on the freeway through traffic
lanes exceeds 25,000 for urban conditions, 20,000 for suburban conditions, or 10,000
for rural conditions.
3. Night-to-Day Crash Ratio. PIL should be considered where the night-to-day ratio of
crash rates within the interchange area is at least 1.25 or higher than the statewide
average for all unlighted similar sections, and a study indicates that lighting may be
expected to result in a significant reduction in the night crash rate. The number of
nighttime crashes should also be evaluated.
4. Local Agency Needs. PIL should be considered where the local agency finds sufficient
benefit in the forms of convenience, safety, policing, community promotion, public
relations, etc., to pay an appreciable percentage of the cost of, or wholly finance, the
installation, maintenance, and operation of the lighting facilities. See Chapter 5 for
additional information on local agencies lighting responsibilities.
5. Continuous Freeway Lighting. Consider PIL where continuous freeway lighting is
justified, but not initially installed. See Section 56-2.02(a). The freeway section should
be in or near a city where the current ADT is 30,000 or more, or the interchange should
be among three or more successive interchanges located with an average spacing of 1.5
miles (2.5 km) or less with adjacent areas outside the right-of-way being substantially
urban in character.
6. Complete Interchange Lighting. Where complete interchange lighting is justified, but not
initially fully installed, a partial lighting system, which exceeds the normal partial
installation in number of lighting units, is considered to be justified. See Section 56-
2.02(b).
NCHRP Report No. 256 Partial Lighting of Interchanges provides additional information on
analyzing the need for partial interchange lighting.

56-2.02(d) Crossroad Ramp Terminal Lighting
Lighting of the crossroad ramp terminal should be considered regardless of traffic volume where
the crossroad ramp terminal design of freeway interchanges incorporates raised channelizing or
divisional islands, where there is poor sight distance, or roadway alignment constitutes
curvature or severe slopes.

56-2.03 Streets and Highways Other Than Freeways
Urban and rural conditions, traffic volumes (both vehicular and pedestrian), intersections,
turning movements, signalization, channelization, and varying geometrics are factors that
should be considered when determining the lighting needs of streets and highways other than
freeways. Consider the following when assessing the lighting needs of such State-maintained
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facilities. NCHRP Report No. 152 Warrants for Highway Lighting provides additional information
analyzing the need for lighting.
1. Facilities with Raised Medians. Consider highway lighting along sections of State-
maintained facilities that have raised medians.
2. Major Urban Arterials. Consider highway lighting along all major arterials that are
located in urban areas.
3. Intersections. Consider intersection lighting at rural intersections that meet any one of
the following conditions:
there are 2.4 or more crashes per million vehicles in each of three consecutive
years;
there are 2.0 or more crashes per million vehicles per year and 4.0 or more
crashes per year in each of three consecutive years;
there are 3.0 or more crashes per million vehicles per year and 7.0 or more
crashes per year in each of two consecutive years;
the intersection is signalized and in the past year the day-to-night crash ratio is at
least 1.25 or higher than the Statewide average for similar signalized
intersections;
substantial nighttime pedestrian volume exists;
less than desirable alignment exists on any of the intersection approaches;
intersection approach roadway leg has less than the required Safe Sight
Stopping Distance (SSSD) at the intersection;
the intersection is an unusual type requiring complex turning maneuvers;
commercial development exists in the vicinity, which causes high nighttime traffic
peaks;
distracting illumination exists from adjacent land development; and/or
there exists recurrent fog or industrial smog in the area.
Isolated intersections located within the fringe of corporate limits that are suburban or
rural in character may be illuminated at the States expense provided they meet the
above criteria. Every effort should be made to have the local agency accept ownership
of the system after installation and assume all operational and maintenance costs. See
Chapter 5 for additional information on lighting responsibilities of local agencies.
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4. High-Conflict Locations. Consider lighting along roadway sections with high vehicle-to-
vehicle interactions (e.g., sections with numerous driveways, where driveway separation
is less than one SSSD, significant commercial or residential development, driveways
with larger percentage of turning traffic, large complex intersection with more than one
turning lane in one direction, intersection with raised medians, high percentage of
trucks). Lighting generally improves traffic safety and efficiency at such locations.
5. Complex Roadway Geometry. Consider lighting at spot locations in rural areas where
the driver is required to pass through a roadway section with complex or substandard
geometry.
6. Night-to-Day Crash Ratio. Lighting should be considered at locations or sections of
streets and highways where the night-to-day ratio of crash rates is higher than the
statewide average for similar locations, and a study indicates that lighting may be
expected to significantly reduce the night crash rate.
7. Local Agency Needs. Lighting should be considered where the local agency finds
sufficient benefit in the forms of convenience, safety, policing, community promotion,
public relations, etc., to pay an appreciable percentage of the cost of, or wholly finance,
the installation, maintenance, and operation of the lighting facilities. See Chapter 5 for
additional information on lighting responsibilities of local agencies.
8. Pedestrian Sidewalk. Consider lighting the sidewalk along the roadway section.
Properly designed highway lighting may provide adequate roadway and sidewalk lighting
without the need for supplemental or separate sidewalk lighting.

56-2.04 Rest Areas
Provide lighting at rest areas that offer complete rest facilities (e.g., comfort station, information
kiosk, picnic areas). Illuminate all areas within the facility that have pedestrian activities (e.g.,
parking areas, immediate area of building). Provide lighting at rest area ramps, gore areas,
other decision points, and traffic conflict areas.

56-2.05 Weigh Stations
Provide lighting and overheight detectors at all permanent truck weigh stations. Illuminate the
weighing area, parking areas, speed change lanes, ramps, and gore areas.

56-2.06 Bridge Structures and Underpasses
Because of their typical configuration and length-to-height ratio, underpasses generally have
good daylight penetration and do not require supplemental daytime lighting. Underpass lighting
generally is installed to enhance driver visibility after daylight hours. When the underpass
length-to-height ratio exceeds approximately 10:1, it usually is necessary to analyze specific
geometry and roadway conditions, including vehicular and pedestrian activity, to determine the
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need for supplemental daytime lighting. See ANSI/IESNA American National Standard Practice
for Tunnel Lighting for more information on daytime lighting.
On highways that are not continuously lighted, consider providing underpass lighting where
frequent nighttime pedestrian traffic exists through the underpass or where unusual or critical
geometry exists within or on an approach to the underpass.
Provide underpass lighting on all highways that are continuously lighted. Favorable positioning
of conventional highway luminaires adjacent to a relatively short underpass often can provide
adequate illumination within the underpass without a need to provide supplemental lighting. If
this action is considered, ensure that shadows cast by the conventional luminaires do not
become a visibility problem within the underpass.

56-2.07 Tunnels
Provide lighting for tunnels to create adequate roadway visibility necessary for safe and efficient
traffic operation. Daytime tunnel lighting is recommended when driver visibility requirements are
not satisfied without the use of a daytime lighting system to supplement natural daylight.
Visibility requirements vary considerably with such items as:
portal to portal tunnel length (i.e., short or long);
tunnel portal design;
geometry of tunnel and its approaches;
vehicular and pedestrian traffic characteristics;
treatment of pavement, portal, interior, and environmental reflective surfaces;
climate and orientation of tunnel; and
visibility objectives to provide for safe and efficient tunnel operation.
The AASHTO publication Roadway Lighting Design Guide provides tunnel lighting guidelines.
For additional tunnel lighting requirements, consult the American National Standard Practice for
Tunnel Lighting.

56-2.08 Roundabouts
Provide lighting at roundabouts, including rural roundabouts, as recommended by the AASHTO
publication Roadway Lighting Design Guide. Additional lighting requirements are outlined in the
most current version of the Design Guide for Roundabout Lighting, IESNA DG-19.
Lighting should be located in consideration of the following:
Lights should be located so that they provide good illumination on the approach nose of
splitter islands, at all conflict areas where traffic is entering the circulating stream, and at all
places where the traffic streams separate to exit the roundabout.
Particular attention should be given to the lighting of the pedestrian crossing areas.
Avoid placing lighting poles within splitter islands, on the central island directly opposite an
entry roadway, or on the right-hand perimeter immediately downstream of an exit point.
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56-2.09 Other Locations
Provide lighting for pedestrian crosswalks and all pedestrian underpass and pedestrian tunnel
facilities. In addition, lighting for the following facilities will be considered on a case-by-case
basis:
commuter park-and-ride lots,
bike paths,
pedestrian walkways, and
pedestrian overpasses.

56-2.10 Highway Sign Illumination
Overhead highway signs fitted with long-lasting, highly reflective sheeting may be adequately
illuminated by vehicular headlights. Signs with non-reflective lower grade sheeting must be
internally illuminated by a direct light source. Roadway lighting adjacent to signs does not
provide adequate intensity to meet the requirements for external sign illumination.
Provide sign illumination where background (roadway and/or non-roadway) lighting obscures
the legend of the sign or the sign is not adequately visible by vehicular headlights. In urban
areas with high-ambient lighting, the external illumination of overhead sign panels generally is
warranted.
External lighting for all other overhead sign panels along lighted highway facilities will be
illuminated on a case-by-case basis. See the IESNA Recommended Practice for Roadway Sign
Lighting for additional information on when to light signs. Also, apply the requirements of this
publication when designing lighting for sign panels.

56-2.11 Navigation and Obstruction Lighting
Highway structures over navigable waterways require waterway obstruction warning luminaires
in accordance with US Coast Guard requirements. The district or Electrical and Mechanical
Unit in the Central Office will coordinate with the Coast Guard. Design navigable waterway
obstruction lighting in accordance with the US Coast Guard Bridge Administration Manual,
Bridge Lighting and Other Signals and the CFR Title 33, Part 118.
Any need for aviation obstruction warning luminaires on highway structures will be coordinated
with the Federal Aviation Administration by the district or Electrical and Mechanical Unit in the
Central Office. For information on lighting for navigable airspace obstructions, consult the FAA
Advisory Circular AC 70/74602J Proposed Construction or Alteration of Objects that May Affect
the Navigable Airspace.

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56-2.12 Transition Lighting
Consider step-down transition lighting, or similar visibility measures, for traffic lanes emerging
from a lighted area with very high lighting levels. For additional information, consult the
ANSI/IESNA RP-8.
56-2.13 Roadway Reconstruction
Existing highway lighting shall be evaluated for upgrade to meet current Department highway
lighting criteria on roadway reconstruction projects. Contact the Electrical and Mechanical Unit
in the Central Office for additional information.

56-2.14 Municipal and Residential Lighting
IDOT will not participate in highway lighting on facilities located within an incorporated area
except as described in Sections 56-2.02, 56-2.03, and Chapter 5.

56-2.15 Ornamental Lighting
At the request of a local agency, ornamental lighting may be permitted by the Department on a
State-maintained facility if the minimum requirements of the Department and ANSI/IESNA RP-8
are met and the local agency is 100% responsible for construction funding, ownership, electrical
energy, and maintenance of such lighting both during and after construction. Special lighting
requirements regarding light trespass and glare must also be satisfied. Contact the Electrical
and Mechanical Unit in the Central Office for additional information on ornamental lighting
requirements.

56-2.16 Lighting for Nighttime Construction
Ensure lighting for nighttime construction activities, either mobile or stationary, is provided and
included in all plans. Ensure the lighting design does not impair motorist visibility and meets
RP-8 glare and light trespass requirements. This should be done to help provide for the overall
on-site safety of the workers and by making them more visible to motorists where construction is
adjacent to traffic. Nighttime lighting also benefits the quality of the construction work.

56-2.17 Temporary Lighting
Consider temporary highway lighting in construction zones requiring complex traffic maneuvers
(e.g., crossovers) and where existing lighting will be removed, relocated, or altered by
construction operations. Temporary roadway lighting shall meet ANSI/IENSNA RP-8
requirements for lighting, glare, and light trespass. Also, ensure the temporary roadway lighting
is designed to meet roadside safety issues (e.g., clear zone setback) in accordance with
Chapter 38.
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56-2.18 Replacement Lighting
Consider a new roadway lighting design where existing lighting facilities are being replaced on a
complete lighting circuit basis or in its entirety. With the exception of spot replacements, large
portions of lighting facilities replaced through maintenance or construction operations shall be
reevaluated from a lighting design standpoint to ensure lighting facilities are upgraded to meet
current Department lighting criteria, including ANSI/IESNA RP-8 requirements.
This is especially important with older facilities that were installed with a different light source
than is currently used, wiring methods, etc. Contact the Electrical and Mechanical Unit in the
Central Office for additional information on the replacement of existing lighting facilities.
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56-3 MATERIALS AND EQUIPMENT
Because luminaires, electrical devices, and support structures change rapidly with new
developments, this section presents an overview rather than an absolute requirement for
lighting equipment and materials. The Standard Specifications, Highway Standards, and the
IDOT electric detail sheets provide additional details on lighting equipment and materials that
are required for IDOT projects. Section 56-5 provides specific design guidance for luminaires,
electrical devices, and support structures used by IDOT. Figure 56-3.A illustrates the various
components of a typical highway lighting structure.

56-3.01 Foundations and Mounting
In conventional highway lighting applications, luminaire assemblies generally are attached to
davit or mast-arm poles mounted along the roadway either on ground foundations or atop bridge
parapets or barriers. Supports for conventional light poles may be either reinforced concrete or
steel helix foundations and are constructed from typical designs. However, concrete
foundations for light towers in high-mast lighting applications require special designs and soil
analyses to determine adequate foundation depth. Depending on factors such as roadside
location, most conventional light poles will be mounted on breakaway devices. Attach light
poles that are mounted atop parapets and barriers or behind guardrail to foundations with high-
strength, non-breakaway bolts. Use special vibration isolating materials to mount light poles on
bridges. Where feasible at signalized intersections, a roadway luminaire may be mounted on a
combination mast-arm assembly and pole using approved combination structures.
Luminaires mounted in underpasses and tunnels are either attached directly to the wall adjacent
to or hung from vibration-dampening pendants at the edge of the travel lanes. Light sources
that are used to externally illuminate overhead sign panels typically are fastened to the truss or
cantilever support structure.
Waterway and aviation obstruction warning luminaires are attached directly to the structures
representing the hazard. Ensure the location and installation of warning luminaires for
waterway and aviation also meet the requirements of Section 56-2.11.

56-3.02 Pole Bases
Light poles may be attached to one of several types of bases (e.g., stainless steel flair base,
transformer base, breakaway coupling base, anchor base, butt base). Selection is governed by
project need and material suitability. A very important distinguishing characteristic of the pole
base is whether it is classified by AASHTO and FHWA as an acceptable breakaway device. If
the pole represents a roadside hazard, it will be mounted on a breakaway device (see Chapter
38 for additional guidance). Section 56-5.05 provides some design guidance on this issue. The
following briefly describes typical pole configurations used by the Department:


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Note: Single mast-arm/multi-mount luminaire shown for illustrative purposes. For other
luminaire mounting types, see the IDOT Electric Detail Sheets, Highway Standards, and
Standard Specifications.


TYPICAL HIGHWAY LIGHTING STRUCTURE
Figure 56-3.A
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1. Breakaway Coupling. Breakaway couplings are connectors or sleeves that are designed
to shear when the pole is hit by an errant vehicle. The bottom of each coupling (device)
is threaded onto a foundation anchor bolt, and the pole is attached to the top of the
coupling. Four couplings are used with each pole. All wiring at the pole base will have
simultaneous quick disconnect splices.
2. Frangible Transformer Base. The frangible transformer base consists of a cast
aluminum apron between the foundation and the base of the pole. It is designed to
deform and break away when hit by an errant vehicle. All wiring inside the base will
have quick disconnect splices.
3. Anchor Base. The anchor base consists primarily of a metal plate that is welded to the
bottom of the pole. The plate allows the pole to be bolted directly to the foundation using
anchor bolts without an intermediate breakaway connection. The anchor bolts and
anchor base is not classified by the Department as a breakaway device.

56-3.03 Poles
Light poles for conventional highway lighting applications support luminaire mounting heights
ranging from approximately 30 ft to 50 ft (9.1 m to 15.2 m). Light towers for high-mast lighting
applications generally range from 80 ft to 160 ft (24.4 m to 48.8 m) and are designed in multiple
sections. Weathering steel is a common material choice for light towers. Ornamental light
poles used for local streets generally range in height for 8 ft to 15 ft (2.4 m to 4.5 m).

56-3.04 Arms
Depending on the particular application, luminaires may be mounted on single and/or double
mast arms or davit arms at the top of the pole. The use of an arm places the light source closer
to the traveled way while allowing the pole to be located further from the edge of the traveled
way. Arms longer than 15 ft (4.5 m) require special approval.

56-3.05 Luminaires
Luminaire housing consists of a lamp or lamps and electrical components to start and regulate
the lamps and distribute the light. The following sections provide some general information on
the basic components of the luminaire.

56-3.05(a) Light Sources
There are numerous light sources for highway lighting applications. However, there are only a
few practical choices when considering availability, size, power requirements, and cost
effectiveness. It is rare that a light source other than the high-intensity discharge (HID) type is
used in highway lighting applications.
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Use high-pressure sodium for roadway lighting unless permission is obtained from the
Department for a different light source. The local agency requests this permission from the
district in writing and ensures the request demonstrates the ability of the alternative light source
to light the roadway to the requirements of this Chapter without additional luminaires and
increased cost.
Fluorescent lamps have been used to illuminate signs. Recently, light emitting diodes (LEDs)
have become a popular light source due to their long life and low electrical energy usage, but
they have not yet become effective for most roadway applications. The following provides
information on some of the HID light sources used in highway applications:
1. High-Pressure Sodium (HPS). HPS lamps have excellent luminous efficiency, power
usage, and long life. The HPS lamp produces a soft, pinkish-yellow light by passing an
electric current through a combination of sodium and mercury vapors.
2. Low-Pressure Sodium (LPS). LPS lamps are considered one of the most efficient light
sources on the market. However, the LPS lamp is very long and produces a very
pronounced monochromatic yellow light. Light is produced by passing an electrical
current through a sodium vapor.
3. Mercury Vapor (MV). Prior to the introduction of HPS lamps, MV was the most
commonly used light source in highway applications. The MV lamp produces a bluish-
white light and is not as efficient as the HPS lamp. This light source is not longer used.
4. Metal Halide (MH). MH lamps produce better color at higher efficiency than MV lamps.
However, life expectancy for MH lamps is shorter than for HPS or MV lamps. They also
are more sensitive to lamp mountings and orientation (i.e., horizontal vs. vertical) than
other light sources. MH lamps produce good color rendition. Light is produced by
passing a current through a combination of metallic vapors. New technology is
advancing pulse start and ceramic halide.

56-3.05(b) Optical System
The optical system of the luminaire consists of a light source, a reflector, and usually a refractor.
The following provides a general discussion on the optical system components:
1. Light Source. See Section 56-3.05(a) for information on the high-intensity discharge
lamps used in highway applications.
2. Reflector. The reflector is used to redirect the light rays emitted by the lamp. Its primary
purpose is to redirect that portion of light emitted by the lamp that would otherwise be
lost or poorly utilized. Reflectors are designed to function alone or, more commonly,
with a refractor to redirect the poorly utilized portion of light to a more desirable
distribution pattern. Reflectors are classified as either specular or diffuse. Specular
reflectors are made from a glossy material that provides a mirror-like surface. Diffuse
reflectors are used where there is a need to spread light over a wider area.
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3. Refractor. The refractor is another means of optical control to change the direction of
the light. Refractors are made of a transparent, clear material, usually high-strength
glass or plastic. The refractor, through its prismatic construction, controls and redirects
both the light emitted by the lamp and the light redirected by the reflector. It also can be
used to control the brightness of the lamp source.

56-3.05(c) Ballasts
All luminaires used in highway lighting applications have a built-in ballast. Ballasts are used to
regulate the voltage and current to the lamp and to ensure that the lamp is operating within its
design parameters. It also provides the proper open circuit voltage for starting the lamp.

56-3.05(d) Housing
The housing integrates the lamp, reflector, refractor, and ballast into a self-contained unit. The
housing is designed to seal the unit against the entry of dust, moisture, and insects. Air entering
the housing for thermal breathing will typically pass through a filter to eliminate contaminates.
Housings are designed to accommodate access for lamp maintenance and adjustment (i.e.,
light direction and distribution). The housing is generally cast aluminum or stainless steel.

56-3.06 Other Materials and Equipment
There are numerous other materials and equipment that are used in a highway lighting system
(e.g., quick disconnect fuse holders, controllers, photocells, surge arresters, raceways, ground
rods, cabling, transformers, conduit, hand holes, pull boxes). The use and specification of
These ancillary items will depend on the particular highway lighting application and will vary on
a project-by-project basis.

56-3.07 Electric Service
Electric service must be a low voltage (0-600V) grounded system. Have the service delivered to
the roadway right-of-way. Ground the service and equipment in accordance with the NEC.
Specify the service transformer by the electric utility to typically deliver secondary voltages of
single-phase 120/240V or 240/480V and 3-phase voltages of 120/208V or 277/480V.


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56-4 LIGHTING PROJECTS (New)
The following is a brief overview of the development of a typical highway lighting design project
requested by the district, except District 1, and designed by the Electrical and Mechanical Unit
in the Central Office.

56-4.01 Determine Classifications and Justify Need
Determine the roadway classification, pedestrian area classification, pavement classification,
and environmental conditions. A mutual determination will be made between the district and the
Electrical and Mechanical Unit in the Central Office regarding the classification of any
interchange or freeways as urban, suburban, or rural. The district will initiate a lighting project
by submitting the warrants and all supporting data to the Central Office for review. Highway
lighting projects that are justified may be incorporated into the annual improvements program.

56-4.02 Assemble Information
The district assembles all necessary information needed for a lighting design and forwards it to
the Electrical and Mechanical Unit in the Central Office or the lighting design consultant. This
may include:
identifying current lighting design policies, preferences, and procedures;
gathering all necessary roadway and bridge plan and profile sheets and any special
detail sheets (e.g., as-built plans for existing lighting, as applicable);
determining existing and proposed utility locations;
discussing special considerations with the highway or bridge designer;
determining existing and proposed roadway cross-sections, plan and profile,
construction staging, and right-of-way lines;
conducting field reviews with photographic inventory;
establishing the need for temporary lighting, as applicable;
contacting local officials for local projects;
contacting local electrical utility for electric service;
determining existing and proposed signalized intersections with detailed information on
any combination traffic signal and lighting structures;
noting areas of high ambient lighting or areas especially sensitive to trespass lighting
(e.g., soybean fields);
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determining the location of advance warning beacons, changeable message boards, or
other devices that may be impacted by roadway lighting;
contacting the FAA for any possible height restrictions on lighting facilities due to airports
in the vicinity;
identifying the need for other lighting needs (e.g., aviation and/or waterway navigation
warning luminaires, overhead sign lighting, bike paths); and
noting any other special considerations that may affect the lighting design (i.e., location
of light poles due to drainage).

56-4.03 Prepare Preliminary Plans
The district will submit to the Electrical and Mechanical Unit in the Central Office or the lighting
design consultant the plan sheets showing the overall project with roadway and area
classifications including significant other information to justify chosen classification and criteria.
Ensure that the plans include:
information gathered in Section 56-4.02 as appropriate;
stationing at appropriate 100 ft (30 m) intervals and stationing of noses and tangent
points of ramps which are formed by the roadway proper and not by the shoulder;
pavement, shoulder, and median widths at frequent intervals;
all roadway features which may affect the stationing or setback of poles (e.g., guardrail,
barrier median, barrier curb, signs exceeding 50 ft
2
(4.5 m
2
), driveways, culverts,
railroads, pipelines);
the approximate height of any power and telephone lines along and over the roadway;
the location of power poles from which service may be obtained;
if combination signals and lighting are present or proposed, the stationing and offset of
the traffic signal poles, the arm length and mounting height of luminaires, the type and
wattage of luminaire, and the location of the power pole and control cabinet; and
lighting calculations in an electronic format with all the supporting data.
Electronic plans are preferred over paper copies. Show existing and proposed roadway
geometry and basic plan information as noted above. Also, furnish as-built plans of existing
lighting facilities, as applicable. In addition, copies of any available sample calculations, plans,
notes, schedules, and pay quantities may provide further clarification for the lighting designer.
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56-4.04 Electrical and Mechanical Unit Central Office Review
The district will communicate the project scope, configuration details, and timeframe for a
lighting design to the Electrical and Mechanical Unit in the Central Office. Upon receipt of the
request from the district, the Electrical and Mechanical Unit will design the lighting for the project
and send the design package to the district. The design package will include the location of
poles and luminaires, the electrical distribution and control system design, and associated
specifications. The Electrical and Mechanical Unit also will furnish wiring diagrams and
drawings of equipment, foundations, and electrical details, as applicable. The plans and
specifications will be returned to the district for CADD drafting and completion as final contract
documents.
When a consultant is used by the district to complete the design, the preliminary and final plans
will be submitted to the Electrical and Mechanical Unit in the Central Office for review and
approval, but not until the consultants lighting design is approved.

56-4.05 Field Review
Prior to finalizing plans, the district or the lighting design consultant will conduct a field review to
determine if pole and luminaire locations will interfere with existing or proposed underground, at-
grade, and aerial utilities and/or roadway structures. The district will notify the Electrical and
Mechanical Unit in the Central Office of any conflict that would cause modification to the design.
For high-mast lighting designs, ensure that borings are taken for soil analyses to ascertain the
correct foundation depth at each tower location.

56-4.06 Final Plan Preparation/Contract Award
The district and/or the lighting design consultant will prepare the final plans, specifications, and
estimates and submit them to the BDE for processing and contract award. See Chapter 63 for
information on plan preparation and Chapter 66 for information on contract processing. Upon
award of the contract, the contractor will submit for approval a list of manufacturers for all major
electrical equipment to be used on the project (e.g., poles, towers, luminaires, controllers, unit
duct, cable), a complete set of manufacturers product data, and detailed shop drawings for any
fabricated equipment.
The complete package of project shop drawings for lighting shall be sent to the Electrical and
Mechanical Unit in the Central Office for review and approval.
Each page of the submittal package shall be signed, stamped, and dated by the contractor.

56-4.07 Final Inspection
The completed project will be inspected by the Electrical and Mechanical Unit in the Central
Office in accordance with the Standard Specifications. If the installation is satisfactory, it will be
accepted. The Electrical and Mechanical Unit will notify the Engineer in writing of any
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deficiencies found during the final inspection, which shall be repaired or corrected by the
contractor. Depending on the severity of the deficiencies, a second inspection may be
warranted.

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56-5 LIGHTING DESIGN
When designing a highway lighting system, there are numerous factors to consider. This
Section presents design considerations commonly encountered in highway lighting designs and
presents IDOTs criteria, policies, and procedures on these issues. Figure 56-5.A presents
typical highway lighting design parameters used by the Department.

TYPICAL IDOT HIGHWAY LIGHTING DESIGN PARAMETERS
Maintenance Factor (i.e., LLD LDD) 0.50 to 0.70
Percent of Voltage Drop Allowed 3% to 5% maximum *
Typical Parameters for Conventional
Lighting (Interstate)
Aluminum or Steel Pole, Single- or Twin-Arm
Mounting;
45 ft to 55 ft (13.7 m to 16.8 m) Mounting Height;
250 W or 400 W HPS Horizontal Mount
Luminaire;
Breakaway Base where Justified.
Typical Parameters for Conventional
Lighting (Expressway)
Aluminum Pole, Davit or Mast-Arm Mounting;
40 ft to 50 ft (12.2 m to 15.2 m) Mounting
Height;
250 W or 400 W HPS Horizontal-Mount
Luminaire;
Breakaway Base where Justified.
Typical Pavement Classification Class R3
Typical IES Luminaire Classification For
Conventional Highway Lighting
Cutoff (C) or Full Cutoff (F).
Typical Luminaire Pole Arrangement Staggered, Opposite, or Median Mounted.
* Never exceed the equipment limits.

Ensure all lighting designs conform to current recommended values in ANSI/IESNA/RP-8 for the
selected roadway and pedestrian conflict areas.




TYPICAL IDOT HIGHWAY LIGHTING DESIGN PARAMETERS
Figure 56-5.A
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56-5.01 Methodologies
There are at least two lighting design methodologies available for use in highway lighting design
illuminance or luminance. The Illuminating Engineering Society (IES) of North America has
been a leader in developing these methodologies (see the publication, ANSI/IESNA RP-8). The
levels defined in ANSI/IESNA RP-8 are minimum acceptable levels and the design approach
shall achieve, but not significantly exceed these levels. Ensure calculated lighting levels do not
exceed the levels for the next higher roadway and pedestrian classification.
It is a good practice, and will be required in consultant submittals, to consider both illuminance
and a luminance design. Select the design that produces the most conservative results. Both
of these methodologies require the designer to consider veiling luminance and limit the ratio to
the values listed in Figures 56-5.B and 56-5.C. The following sections briefly describe each of
the available design methodologies.

56-5.01(a) Illuminance
The illuminance methodology is the oldest and simplest method to employ. Illuminance is
defined as the density of the luminous flux, lumen (lm), incident on a surface area, ft
2
(m
2
), and
is measured in footcandles (lux). Footcandle (fc) and lux (lx) are units of illuminance expressed
in lumens (lm) per square foot (ft
2
) and lumens per square meter (m
2
), respectively. The
illuminance methodology is used to determine the combined amount of luminous flux reaching
critical pavement locations from contributing luminaires (i.e., a measure of light quantity) and to
calculate how uniformly the luminaires combined luminous flux is horizontally distributed over
the pavement surface (i.e., a measure of light quality). The brightest spot normally will occur
directly under the luminaire and diminishes as the driver travels away from the source.
An inherent disadvantage of the illuminance methodology was that it only accounts for incident
light and does not assess the effect on visibility due to reflected light from an object or surface.
This sensation is known as brightness. Objects are distinguished by contrast from their
difference in brightness. To address some visibility concerns, a new metric called Veiling
Luminance Ratio was added to the illuminance methodology. Illuminance designs consider the
average maintained horizontal illumination (E
h
), or quantity of light, and the uniformity ratio, or
quality of light. See Section 56-1.02 for the definition of uniformity ratio (E
h
/E
min
).

56-5.01(b) Luminance
Luminance is defined as the luminous intensity, candela (cd), of any surface in a given direction
per unit of projected area, ft
2
(m
2
), of the surface as viewed from that direction. It is measured in
footlamberts (candelas per square meter). The luminance methodology is used to simulate
driver visibility by assessing the quantity and quality of light reflected by the pavement surface to
the motorists eye from contributing luminaires. Assumptions are made regarding the spatial
positioning of the drivers eye, and luminance values are calculated at grid points over

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Roadway
Facility
Classification
Area
Classification
Pedestrian
Conflict
Area

Average Maintained
Horizontal Illuminance
(E
h
) Footcandle (Lux)
Uniformity
Ratio
(Ave./Min.)
Veiling
Luminance
Ratio
L
vmax
/L
avg

Pavement Classification
R1 R2 & R3 R4
Freeway
Class A
Class B

0.6 (6)
0.4 (4)
0.9 (9)
0.6 (6)
0.8 (8)
0.5 (5)
3:1 0.3
Expressway
Commercial
Intermediate
Residential
High
Medium
Low
1.0 (10)
0.8 (8)
0.6 (6)
1.4 (14)
1.2 (12)
0.9 (9)
1.3 (13)
1.0 (10)
0.8 (8)
Major
Commercial
Intermediate
Residential

High
Medium
Low
1.2 (12)
0.9 (9)
0.6 (6)
1.7 (17)
1.3 (13)
0.9 (9)
1.5 (15)
1.1 (11)
0.8 (8)
Collector
Commercial
Intermediate
Residential
High
Medium
Low
0.8 (8)
0.6 (6)
0.4 (4)
1.2 (12)
0.9 (9)
0.6 (6)
1.0 (10)
0.8 (8)
0.5 (5)
4:1
0.4 Local
Commercial
Intermediate
Residential
High
Medium
Low
0.6 (6)
0.5 (5)
0.3 (3)
0.9 (9)
0.7 (7)
0.4 (4)
0.8 (8)
0.6 (6)
0.4 (4)
6:1
Alleys
Commercial
Intermediate
Residential

0.4 (4)
0.3 (3)
0.2 (2)
0.6 (6)
0.4 (4)
0.3 (3)
0.5 (5)
0.4 (4)
0.3 (3)
Walkways/
Bikeways and
Intersections
See ANSI/IESNA RP-8 for recommended criteria and specific treatments.
See IESNA DG-5 for Walkways/Bikeways separated from the roadways.
Rest Areas And Weigh Stations
Ramp Gores &
Interior
Roadways
All 0.4 (4) 0.6 (6) --
3:1 to 4:1
0.4
Parking & Major
Activity Areas
All 0.8 (8) 1.1 (11) --
Minor Activity
Areas
All 0.4 (4) 0.5 (5) -- 6:1

Notes:
1. Average illuminance on the traveled way.
2. Both mainline and ramps.
3. Facilities adjacent to a vehicular roadway should use the illuminance levels and uniformity ratios for
that roadway as recommended in IESNA RP-8.
4. See Section 56-5.04 for definitions of roadway facility, area, and pavement classifications. Use either
Column 2 or Column 3 in the tables to best describe the location to be lighted.
5. The illuminance values in Figure 56-5.B are minimum maintained averages. Higher levels than
shown in the tables may be justified, consult the AASHTO Roadway Lighting Design Guide for
details.

IDOT ILLUMINANCE DESIGN CRITERIA
Figure 56-5.B

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Road and Area Classification
Average
Luminance
L
avg

(cd/m
2
)
Uniformity
Ratio

L
avg
/L
min

(Maximum
Allowed)
Uniformity
Ratio

L
max
/L
min

(Maximum
Allowed)
Veiling
Luminance
Ratio
L
Vmax
/L
avg

(Maximum
Allowed)
Roadway Area Classification
Conflict
Classification
Freeway
Class A
N/A 0.6 3.5 6.0 0.3
Freeway
Class B
N/A 0.4 3.5 6.0 0.3
Expressway
Commercial High 1.0 3.0 5.0 0.3
Intermediate
Medium 0.8 3.0 5.0 0.3
Residential Low 0.6 3.5 6.0 0.3
Major
Commercial High 1.2 3.0 5.0 0.3
Intermediate Medium 0.9 3.0 5.0 0.3
Residential Low 0.6 3.5 6.0 0.3
Collector
Commercial High 0.8 3.0 5.0 0.4
Intermediate Medium 0.6 3.5 6.0 0.4
Residential Low 0.4 4.0 8.0 0.4
Local
Commercial High 0.6 6.0 10.0 0.4
Intermediate Medium 0.5 6.0 10.0 0.4
Residential Low 0.3 6.0 10.0 0.4















IDOT LUMINANCE DESIGN CRITERIA
Figure 56-5.C

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the pavement surface. In theory, luminance is a good measure of visibility; however, the results
of using the luminance methodology in highway lighting applications are greatly affected by the
reflectance characteristics of the pavement surface, both now and in the future. Factors
affecting pavement reflectivity include initial surface type, pavement deterioration, resurfacing
material type, assumptions regarding weather conditions, etc. It is difficult to predict or control
these factors. Luminance design parameters include average maintained luminance (L
avg
),
minimum luminance (L
min
), maximum luminance (L
max
), maximum veiling luminance (L
v
), and
ratios of L
avg
to L
min
, L
max
to L
min
, and L
v
to L
avg
.

56-5.01(c) Small-Target-Visibility (STV)
Many lighting practitioners no longer support the STV method discussed in ANSI/IESNA RP-8.

56-5.02 Computerized Design
The highway lighting design process is an iterative process that is quite effectively implemented
by computer. If criteria are not initially satisfied, it will be necessary to change design
parameters (e.g., pole spacing, mounting height, luminaire wattage, luminaire distribution) until
an acceptable alternative is found. This process will be repeated until the design is optimized to
meet the selected criteria.
For computerized designs prepared by outside consultants, the consultant will provide the
programs name and version and the input data and output reports in both printed and electronic
format. Ensure the software program selected meets all necessary provisions, including
ANSI/IESNA RP-8 calculation requirements. Contact the Electrical and Mechanical Unit in the
Central Office for approved software programs.

56-5.03 Design Process
The following briefly describes the processes used in any highway lighting design:
1. Select Lighting Equipment. Select the lighting equipment and associated design
parameters that will be used for the project. This will include items such as luminaire
mounting height, pole setback, light source, lamp wattage, etc. It will be necessary to
make some initial assumptions during preliminary design. Design parameters then may
be iteratively changed to meet the highway lighting criteria.
2. Select Luminaire Arrangement. Select an appropriate luminaire arrangement for the
project. This will depend on local site conditions and engineering judgment. Alternative
arrangements may need to be considered. Computer programs will create the required
output based on the input criteria.
3. Luminaire Spacing. Typically, luminaire spacing required to satisfy the project specific
design criteria will be determined by computer software.
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4. Check Uniformity. Once luminaire spacing has been determined, check the uniformity of
light distribution and compare this value to the lighting criteria selected in Step #1.
Adjust design parameters and recalculate as necessary to meet criteria.
5. Select Optimum Design. Because computerized design is relatively quick and easy,
modify key design parameters (e.g., luminaire photometry, location, mounting height) to
develop and test several alternative designs. It generally is not good engineering
practice to consider only one design, even if found to satisfy the lighting criteria. There
often are several alternatives that will work. Optimize and select the most cost-effective
and minimum maintenance design.
Typically, do not terminate a lighting project just before an intersection. Consider motorist
decision points and potential pedestrian interaction when evaluating how far to extend the limits
of lighting.

56-5.04 Design Considerations
When selecting design criteria for a lighting project, it is necessary to determine classifications
for the roadway facility, the area the roadway traverses, and the pavement type that best fit the
descriptions contained in ANSI/IESNA RP-8 and AASHTO. Do not use the classifications of
other publications. The following sections discuss these classifications for the purpose of
highway lighting design only.

56-5.04(a) Roadway Classification
Use the following definitions to classify roadway facilities for IDOT highway lighting projects:
1. Freeway. A divided major highway with full control of access and with no crossings at
grade.
2. Expressway. A divided major arterial highway for through traffic with full or partial
control of access and generally with interchanges at major crossroads. Expressways for
non-commercial traffic within parks and park-like areas generally are known as
parkways.
3. Major. The part of the roadway system that serves as the principle network for through
traffic flow. The routes connect areas of principle traffic generation and important rural
highways entering the city.
4. Collector. The distributor and collector roadways serving traffic between major and local
roadways. These are roadways used mainly for traffic movements within residential,
commercial, and industrial areas.
5. Local. Roadways used primarily for direct access to residential, commercial, industrial,
or other abutting property. They do not include roadways carrying through traffic. Long
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local roadways generally will be divided into short sections by the collector roadway
system.
6. Alley. A narrow public way within a block, generally used for vehicular access to the rear
of abutting properties.
7. Sidewalk. Paved or otherwise improved areas for pedestrian use, located within public
street right-of-way, which also contains roadways for vehicular traffic.
8. Pedestrian Way. Public sidewalks for pedestrian traffic generally not within rights-of-way
for vehicular traffic roadways. Included are skywalks (pedestrian overpasses), subwalks
(pedestrian tunnels), walkways giving access to park or block interiors, and crossings
near centers of long blocks.
9. Bicycle Lane. Any facility that explicitly provides for bicycle travel.

56-5.04(b) Area Classification
For IDOT lighting projects, use the following definitions to classify the area in which the roadway
traverses. These definitions match the AASHTO Roadway Lighting Design Guide. These
definitions do not match the ANSI/IESNA RP-8 IESNA classifications, which are based on
pedestrian/vehicular conflicts.
1. Commercial. That portion of a municipality in a business development where ordinarily
there are large numbers of pedestrians and a heavy demand for parking space during
periods of peak traffic or a sustained high pedestrian volume and a continuously heavy
demand for off-street parking space during business hours. This definition applies to
densely developed business areas outside of, as well as those that are within, the
central part of a municipality.
2. Intermediate. That portion of a municipality that is outside of a downtown area but
generally within the zone of influence of a business or industrial development, often
characterized by a moderately heavy nighttime pedestrian volume and a somewhat
lower parking turnover than is found in a commercial area. This definition includes
densely developed apartment areas, hospitals, public libraries, and neighborhood
recreational centers.
3. Residential. A residential development or mixture of residential and commercial
establishments, characterized by few pedestrians and a low parking demand or turnover
at night. This definition includes areas with single-family homes, townhouses, and/or
small apartments. Regional parks, cemeteries, and vacant lands are also included.

56-5.04(c) Pedestrian Conflict Area Classification
The magnitude of pedestrian flow is nearly always related to the abutting land use. Three
classifications of pedestrian night activity levels and the types of land use with which they are
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typically associated are given below. These definitions match the ANSI/IESNA RP-8
classifications, which are based on pedestrian/vehicular conflicts not the AASHTO Roadway
Lighting Design Guide:
1. High. Areas with significant numbers of pedestrians expected to be on the sidewalks or
crossing the streets during darkness. Examples are downtown retail areas, near
theatres, concert halls, stadiums, and transit terminals.
2. Medium. Areas where lesser numbers of pedestrians utilize the streets at night. Typical
areas are downtown office areas, blocks with libraries, apartments, neighborhood
shopping, industrial, older city areas, and streets with transit lines.
3. Low. Areas with very low volumes of night pedestrian usage. These can occur in any of
the cited roadway classifications, but may be typified by suburban single-family streets,
very low density residential developments, and rural or semi-rural areas.
Consult ANSI/IESNA RP-8 for the method used in taking pedestrian counts and the associated
pedestrian count that corresponds with these conflict areas.

56-5.04(d) Pavement Classification
For IDOT lighting projects, use the following definitions to classify the pavement type of the
roadway facility. These pavement classifications have mean luminance coefficient Q
0
:
1. Class R1 and (Q
0
= 0.10). Class R1 pavement has a mostly diffuse mode of reflectance.
R1 pavements include portland cement concrete road surfaces and asphalt road
surfaces with a minimum of 12% of the aggregates composed of artificial brightener
(e.g., Synopal) aggregates (e.g., labradorite, quartzite).
2. Class R2 and (Q
0
= 0.07). Class R2 pavement has a mixed diffuse and specular mode
of reflectance. R2 pavements include asphalt road surfaces with an aggregate
composed of a minimum of 60% gravel with a size greater than 0.40 in (12 mm).
3. Class R3 and (Q
0
= 0.07). Class R3 has a slightly specular mode of reflectance. R3
pavements include asphalt road surfaces, both regular and carpet seal coats, with dark
aggregates (e.g., trap rock, blast furnace slag) and exhibit a rough texture after some
months of use. Class R3 pavement represents typical asphalt highways and is used on
most highway lighting projects.
4. Class R4 and (Q
0
= 0.08). Class R4 pavement has a mostly specular mode of
reflectance. R4 includes asphalt road surfaces with a very smooth texture.

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56-5.04(e) Illuminance and Luminance Design Levels
Design criteria for highway lighting projects vary according to the roadway, area, and pavement
classification. Figures 56-5.B and 56-5.C present the illuminance and luminance design criteria
used by the Department. In addition to these figures, consider the following:
1. Crossroads at Interchanges. Lighting levels on crossroad approaches should not be
reduced through an interchange area. If existing crossroad lighting currently is deemed
inadequate, consider upgrading the lighting to current criteria to ensure safe and efficient
traffic operation.
2. Partial Interchange Lighting. Where partial interchange lighting is provided, luminaires
should be located to best light the through lanes and speed change lanes at diverging
and merging locations. The design controls of basic level of lighting and uniformity
should be subordinated to overall lighting of the roadway area at these locations.
3. Bridge Structures and Underpasses. Underpass lighting level and uniformity ratios
should duplicate, to the extent practical, the lighting levels on the adjacent facility. On
continuously lighted freeways and lighted interchanges, the lighting of bridges and
overpasses should be at the same level as the adjacent roadway.
4. Transition Lighting. Transition lighting is a technique intended to provide the driver with
a gradual reduction in lighting levels and glare when leaving an illuminated area. The
designer should consider transition lighting if a study of the specific conditions at a
location indicates a need. The designer may also want to consider extending delineation
beyond the last luminaire for traffic lanes emerging from a lighted area. This will provide
an additional measure of effectiveness. Visual adaptation occurs more quickly when
approaching a lighted area and therefore no transition lighting is typically required.
5. Navigation and Obstruction Lighting. The lighting criteria and locations for waterway and
aviation obstruction luminaires will be based on the requirements of the US Coast Guard
and the Federal Aviation Administration, respectively.
6. Other Locations. Where lighting is justified for other facilities not covered under this
section, consult the references in 56-7 and contact the Electrical and Mechanical Unit in
the Central Office for additional information on lighting criteria.

56-5.04(f) Luminaire Characteristics
Figure 56-5.D illustrates the common terms used in defining and mounting luminaires (e.g.,
mounting height, overhang). The following sections discuss design issues related to luminaires.




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LUMINAIRE GEOMETRY
Figure 56-5.D

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56-5.04(f.1) Light Distribution
Light distribution is a major factor in highway lighting design. It affects the selection of luminaire
mounting height, placement, and arrangement. Specific photometric data and light distribution
sheets are available from each luminaire manufacturer. Manufacturers typically classify their
luminaire products based on the IES luminaire classification system. This system uses a three
part approach to define luminaire distribution the lateral beam width, vertical angle of
maximum candlepower, and the degree of glare control.
The following briefly describes the IES classification system:
1. Vertical Light Distribution. There are various classifications of vertical light distribution.
The selection of a particular vertical light distribution is dependent upon the luminaire
mounting height and application. The following defines each type:
a. Short Distribution (S). The maximum candlepower strikes the roadway surface
between 1 and 2.25 mounting heights from the luminaire. The theoretical
maximum luminaire spacing, using the short distribution, is 4.5 mounting heights.
b. Medium Distribution (M). The maximum candlepower is between 2.25 and 3.75
mounting heights from the luminaire. The theoretical maximum luminaire
spacing is 7.5 mounting heights. Medium distribution is commonly used in
highway applications.
c. Long Distribution (L). The maximum candlepower is between 3.75 and 6.0
mounting heights from the luminaire. The theoretical maximum luminaire
spacing is 12 mounting heights.
From a practical standpoint, the medium distribution is predominantly used in highway
practice, and the spacing of luminaires normally does not exceed five to six mounting
heights. Short distributions are not used extensively for reasons of economy, because
extremely short spacing is required. At the other extreme, the long distribution is not
used to any great extent because the high beam angle of maximum candlepower often
produces excessive glare.
2. Lateral Light Distribution. There are seven classifications for lateral light distribution.
The following provides application guidelines for each luminaire type:
a. Type I. The Type I luminaire is placed in the center of the roadway or area
where lighting is required. It produces a long, narrow, oval-shaped lighted area.
Some types of high-mast lighting are considered a modified form of Type I.
b. Type I - 4-Way. This luminaire type is located over the center of the intersection
and distributes the lighting along the four legs of the intersection.
c. Type II. The Type II luminaire is placed on the side of the roadway or edge of the
area to be lighted. It produces a long, narrow, oval-shaped lighted area, which is
usually applicable to narrower roadways.
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d. Type II - 4-Way. This luminaire type is placed at one corner of the intersection
and distributes the light along the four legs of the intersection.
e. Type III. The Type III luminaire is placed on the side of the roadway or edge of
the area to be lighted. It produces an oval-shaped lighted area and is usually
applicable to medium width roadways.
A Type III distribution is where the street side segment of the half-maximum-
intensity isointensity trace within the longitudinal range where the point of
maximum intensity falls (S, M, or L), lies partly or entirely beyond the 1.75 MH
street side LRL, but does not cross the 2.75 MH street side LRL; see Figure 56-
5.E.
f. Type IV. The Type IV luminaire is placed on the side of the roadway or the edge
of area to be lighted. It produces a wider, oval-shaped lighted area and is usually
applicable to wide roadways.
g. Type V. The Type V luminaire is located over the center of the roadway,
intersection, or area to be lighted. It produces a circular, lighted area. Type V
often is used in high-mast lighting applications.
3. Control of Distribution. As the vertical light angle increases, disability and discomfort
glare also increase. To distinguish the glare effects on the driver created by the light
source, IES has defined the vertical control of light distribution as follows:
a. Full-Cutoff (F). A luminaire light distribution is designated as full cutoff (F) when
zero candela intensity occurs at or above an angle of 90 above nadir.
Additionally, the candela per 1000 lamp lumens does not numerically exceed 100
(10%) at or above a vertical angle of 80 above nadir. This applies to any lateral
angle around the luminaire.
b. Cutoff (C). A luminaire light distribution is designated as cutoff (C) when the
candela per 1000 lamp lumens does not numerically exceed 25 (2.5%) at or
above an angle of 90 above nadir, and 100 (10%) at or above a vertical angle of
80 above nadir. This applies to any lateral angle around the luminaire.
c. Semi-Cutoff (S). A luminaire light distribution is designated as semi-cutoff (S)
when the candela per 1000 lamp lumens does not numerically exceed 50 (5%) at
or above an angle of 90 above nadir, and 200 (20%) at or above a vertical angle
of 80 above nadir. This applies to any lateral angle around the luminaire.
d. Non-Cutoff (N). This classification is where there is no limitation on the zone
above the maximum candela intensity.
A plan view of the theoretical light distribution (i.e., theoretical roadway coverage) and
schematics of the intended application of each type of IES luminaire are illustrated in Figure
56-5.E.
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PLAN VIEW OF ROADWAY COVERAGE FROM LUMINAIRES
Figure 56-5.E

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Recently a system of backlight, uplight, and glare (BUG) ratings have been derived from the IES
Luminaire Classification System (LCS). For additional information on the LCS and BUG ratings,
consult the Luminaire Classification System for Outdoor Lighting. Use only the photometric data
with the proper shield, if the project requires luminaire shielding. Do not use the photometric
data without the appropriate shield for projects with shields.

56-5.04(f.2) Mounting Heights
Higher mounting heights used in conjunction with higher wattage luminaires enhances lighting
uniformity and typically reduces the number of light poles needed to produce the same
illumination level. In general, higher mounting heights tend to produce a more cost-effective
design. For practical and aesthetic reasons, the mounting height should remain constant
throughout the system. The manufacturers photometric data is required to determine an
appropriate mounting height. Typical mounting heights used by the Department for
conventional highway lighting purposes range from 30 ft to 55 ft (9.1 m to 16.8 m). Mounting
heights for light towers are typically 80 ft (24 m) or greater.

56-5.04(f.3) Coefficient of Utilization
A utilization curve is used to obtain a luminaires coefficient of utilization (CU). Manufacturers
typically provide utilization curves and isolux diagrams with each of their respective luminaire
products. Figure 56-5.F illustrates a sample utilization curve. The utilization curve relates to the
luminaire rather than to the light source. The ratio of transverse distance over luminaire
mounting height provides the percentage of bare lamp lumens that are utilized. If the luminaire
is placed over the traveled way (i.e., over the pavement), the total lumen utilization is
determined by adding the percentages from the street side and curbside (i.e., house-side) light
from the coefficient of utilization curve (furnished by the luminaire manufacturer). In essence,
the utilization curve defines how much of the total lumen output reaches the area being lighted.

56-5.04(f.4) Light Loss Factors
The efficiency of a luminaire decreases over time. The designer must estimate this decrease to
properly estimate the light available at the end of the luminaires serviceable life. The following
briefly discusses these factors:
1. Lamp Lumen Depreciation Factor (LLD). As the lamp progresses through its serviceable
life, the lumen output of the lamp decreases. This is an inherent characteristic of all
lamps. The initial lamp lumen value is adjusted by a lumen depreciation factor to
compensate for the anticipated lumen reduction. This assures that a minimum level of
illumination will be available at the end of the assumed lamp life (i.e., after the lamp
lumen depreciation has occurred).


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Note: The utilization curve will vary with each manufacturer and luminaire type.

SAMPLE UTILIZATION CURVE
Figure 56-5.F



2. Luminaire Dirt Depreciation Factor (LDD). Dirt on the exterior and interior of the
luminaire, and to some extent on the lamp itself, reduces the amount of light reaching
the pavement. Various degrees of dirt accumulation may occur depending upon the
area where the luminaire is located. Industrial areas, automobile exhaust, diesel trucks,
dust and other environs all affect the dirt accumulation on the luminaire. Higher
mounting heights, however, tend to reduce the vehicle-related dirt accumulation. The
relationship between the ambient environment and the expected level of dirt depreciation
over time is shown in Figure 56-5.G.

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Notes:
1. VERY CLEAN - No nearby smoke or dust-generating activities and a low ambient
contaminant level. Light traffic. Generally limited to residential or rural areas. The
ambient particulate level is not more than 150 micrograms per cubic meter.
2. CLEAN - No nearby smoke or dust-generating activities. Moderate to heavy traffic. The
ambient particulate level is not more than 300 micrograms per cubic meter.
3. MODERATE - Moderate smoke or dust-generating activities nearby. The ambient
particulate level is not more than 600 micrograms per cubic meter.
4. DIRTY - Smoke or dust plumes generated by nearby activities may occasionally
envelope the luminaires.
5. VERY DIRTY - As above, but the luminaires are commonly enveloped by smoke or dust
plumes.


ROADWAY LUMINAIRE DIRT DEPRECIATION CURVE
Figure 56-5.G
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3. Equipment Factor (EF). Allows for variations inherent in the manufacture and operation
of the equipment (i.e., luminaire, system voltage, voltage drop). It is generally assumed
to be 95%.
4. Maintenance Factor (MF). The maintenance factor is the combination of light loss
factors used to denote the reduction of the illumination for a given area after a period of
time compared to the initial illumination on the same area. It is the product of the lamp
lumen depreciation factor, the luminaire dirt depreciation factor, and the equipment
factor (i.e., MF = LLD LDD EF). Consult the manufacturers data and the Electrical
and Mechanical Unit in the Central Office for the appropriate factors to use.

56-5.04(f.5) Luminaire Arrangement
Figure 56-5.H illustrates typical luminaire arrangements for conventional highway lighting
designs. Use the calculation points provided in Figure A4 of ANSI/IESNA RP-8 publication.

56-5.04(g) Voltage Drop Determination
The typical power supply circuit to the highway lighting controller is 120/240 V or 240/480 V,
single-phase, four-wire, 60-cycle alternating current. The branch lighting circuit consists of two
conductors and an insulated ground wire. The lights are connected on both sides of the circuit
to obtain 240V or 480V across the luminaires ballast. Use Figure 56-5.I to determine the
voltage drop between two adjacent luminaires.

56-5.05 Other Design Considerations
56-5.05(a) Roadside Safety Considerations
Light poles should be installed so that they will not present a roadside hazard to the motoring
public. However, the physical roadside conditions often dictate their placement. It is important
to recognize this limitation. Overpasses, sign structures, guardrail, roadway curvature, right-of-
way, gore clearances, proximity to roadside obstacles, and lighting equipment limitations are all
physical factors that can limit the placement of light poles. The designer also must consider
factors such as roadway and area classification, design speed, posted speed, safety,
aesthetics, economics, and environmental impacts. In addition, there should be adequate right-
of-way, driveway control, and utility clearance. Consider the following when determining the
location of light poles:
1. Clear Zone. Where practical, place light poles outside the roadside clear zone. See
Chapter 38 for additional information on roadside clear zone.




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TYPICAL LUMINAIRE ARRANGEMENTS FOR CONVENTIONAL
HIGHWAY LIGHTING DESIGN
Figure 56-5.H
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AMPS (HPS Mag Reg Ballast)
Watts 240 Volts 480 Volts
250 WATTS
400 WATTS

1.4
2.1

0.7
1.1

Wire Size
AWG
Circuit Resistance
ohms/100 ft
(ohms/100 m)
Wire Size
AWG
Circuit Resistance
ohms/100 ft
(ohms/100 m)
14
12
10
8
6
4
0.0032614 (1.0700)
0.0020498 (0.6725)
0.0012899 (0.4232)
0.0008089 (0.2654)
0.0005099 (0.1673)
0.0003210 (0.1053)
2
1
1/0
2/0
3/0
4/0
0.0002009 (0.0659)
0.0001600 (0.0525)
0.0001271 (0.0417)
0.0001009 (0.0331)
0.0000796 (0.0261)
0.0000625 (0.0205)

Notes:
1. Consult manufacturers data for specific ballasts being considered.
2. Voltage drop is determined using the following equation:
V
d
= 2 D I R (For single-phase circuits with minimal impedance.)
where:
V
d
= voltage drop (volts)
D = distance in hundreds of ft (m). See Note 3.
I = current (amperes). Use nominal, full-load current published by the
ballast manufacturer
R = resistance in ohms/100 ft (ohms/100 m). See Note 4.
3. Distance is the circuit length from controller-to-pole or from pole-to-pole for the segment
of circuit being analyzed, measured in hundreds of feet (meters).
4. DC resistances listed in table above are based upon stranded copper conductor at
167F (75C) operating temperature with an insulated covering and located in conduit.
Reference source: Table 8 Conductor Properties, Chapter 9 of the National Electrical
Code.


VOLTAGE DROP BETWEEN LUMINAIRES
Figure 56-5.I

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2. Breakaway Supports. Unless located behind a roadside barrier, guardrail or crash
cushion, which are necessary for other safety-related reasons, conventional light poles
placed within the roadside clear zone will be mounted on FHWA-approved breakaway
supports. Poles outside the clear zone also should be mounted on breakaway supports
where there is a possibility of them being struck by errant vehicles. Be aware that falling
poles and mast arms may endanger bystanders (e.g., pedestrians, bicyclist, motorists).
Consider the following during design:
a. Pedestrians. In areas where pedestrians, bicyclists, or building structures and
windows may be struck by falling poles or mast arms after a crash, evaluate the
relative risks of mounting the light pole on a breakaway support. Examples of
locations where the hazard potential to pedestrian traffic would be greater
include:
transportation terminals,
sports stadiums and associated parking areas,
tourist attractions,
school zones, or
central business districts and local residential neighborhoods where the
posted speed limit is 30 mph (50 km/h) or less.

In these locations, use non-breakaway supports. Other locations that require the
use of non-breakaway bases, regardless of the pedestrian traffic volume, are rest
areas and weigh station parking lots and combination traffic signal/light poles.

b. Breakaway Bases. All breakaway devices will comply with the latest applicable
AASHTO Standard Specifications for Structural Supports for Highway Signs,
Luminaires, and Traffic Signals requirements for breakaway supports.
c. Breakaway Support Stub. Substantial remains of breakaway supports shall not
project more than 4 in (100 mm) above a line between the straddling wheels of a
vehicle on 60 in (1.5 m) centers. The line connects any point on the ground
surface on one side of the support to a point on the ground surface on the other
side, and it is aligned radially or perpendicular to the centerline of the roadway.
Breakaway supports, including those placed on roadside slopes, must not allow
impacting vehicles to snag on either the foundation or any substantial remains of
the support. Surrounding terrain may need to be graded in order to permit
vehicles to pass over any non-breakaway portion of the installation that remains
in the ground or rigidly attached to the foundation. The specified limit on the
maximum stub height lessens the possibility of snagging the undercarriage of a
vehicle after a support has broken away from its base, and minimizes vehicle
instability if a wheel hits the stub. The necessity of this requirement is based on
field observations. Application of the clearance requirement is illustrated in
Figure 56-5.J.

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STUB HEIGHT REQUIREMENTS
Figure 56-5.J


d. Wiring. All light poles that require breakaway supports will be served by
underground wiring and designed with simultaneous quick disconnect splices.
e. Light Towers. Light Towers used in high-mast lighting applications will not be
mounted on breakaway supports. Also, towers will not be located within the
roadside clear zone unless protected by guardrail, barriers, or crash cushions;
see Chapter 38.
f. Bridge Parapets and Concrete Barriers. Where poles are mounted atop bridge
parapets and concrete barriers, they will be mounted on non-breakaway
supports.
3. Gore Areas. Where practical, locate light poles outside the gore areas of exit and
entrance ramps. Generally, lighting support should not be placed within the clear zone
of the gore area.
4. Horizontal Curves. Place light poles on the inside of sharp curves and loops. Where
poles are located on the inside radius of superelevated roadways, provide sufficient
lateral clearance to avoid being struck by trucks.
5. Maintenance. When determining pole and luminaire locations, consider the hazards that
will be encountered while performing maintenance on the lighting equipment.
6. Barriers. Use the criteria provided in Chapter 38 to design and place light poles in
conjunction with roadside barriers. Consider the following additional guidelines:
a. Placement. Where a roadside barrier is provided, place all light poles behind the
barrier.
b. Deflection. Light poles placed behind a roadside barrier should be offset by at
least the deflection distance of the barrier; see Chapter 38. This will allow the
barrier rail to deflect without hitting the pole. If this clearance distance is not
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available, such as in extreme side slope conditions, designate the stiffening of
the barrier rail for reduced deflection.
c. Concrete Barriers. Light poles that are mounted atop barriers or protected by a
rigid or non-yielding barrier do not require a breakaway support.
d. Impact Attenuators. Do not locate light poles within the functional operation of
any impact attenuator or other safety device.
7. Protection Features. Do not use protection features (e.g., barriers) for the primary
purpose of protecting a light pole.
8. Longitudinal Adjustments. Locate light poles to balance both safety and lighting needs.
Adjustments on the order of 2% average of the longitudinal spacing is permissible in the
field to accommodate utilities or drainage facilities provided the new location does not
constitute a roadside hazard. Larger adjustments need to be brought to the attention of
the lighting designer for evaluation and approval.

56-5.05(b) Foundation, Pole Mounting, and Structural Considerations
The Standard Specifications, Highway Standards and the electrical detail sheets provide pole
mounting details and details for foundation materials, depth, width, reinforcing, etc. When
designing lighting systems, also consider the following:
1. Foundation Height Relative to Final Grade. For other than light towers, ensure pole
foundations are no more than 0.5 in (13 mm) higher than the high edge of the
surrounding final grade and in compliance with Figure 56-5.J. This permits proper
drainage around the foundation and reduces the likelihood of the foundation intensifying
a collision. The foundation also is less likely to be destroyed during a collision. When
located within the clear zone, ensure that the foundation and fractured breakaway device
does not protrude more than 4 in (100 mm) above the finished grade within a 5 ft (1.5 m)
chord. See Chapter 38 for additional information on clear zones.
2. Steel Foundations. The steel (i.e., helix screw-in type) foundation is one that is
commonly used by the Department for conventional light poles. This foundation is
placed in undisturbed earth using a clockwise rotation similar to a common screw. The
steel tube is typically 8 in (200 mm) in diameter and 6 ft to 8 ft (1.8 m to 2.4 m) long.
Shorter lengths may be appropriate for foundations in areas with shallow bedrock. The
steel foundation will accommodate poles with 11.5 in and 15 in (292 mm and 381 mm)
bolt circles for luminaire mounting heights up to 50 ft (15.2 m).
3. Light Tower Foundations. Foundations for light towers used in high-mast lighting
applications typically require specialized designs and soil surveys to ensure adequate
support. A 4-ft (1.2-m) diameter reinforced concrete foundation, to a depth as required
by the soils analysis, usually is adequate for towers accommodating 80 ft to 110 ft (24.4
m to 33.5 m) luminaire mounting heights. The top 18 in (450 mm) of the foundation is
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formed. Below this depth, ensure that the foundation is poured monolithically against
the undisturbed earth of the bored hole. Specify the foundation depth on the lighting
plans. Additionally, include a level concrete work pad at the base of the tower..
4. Foundations for Temporary Lighting. Foundations for temporary lighting will be
determined on a case-by-case basis. This may include direct embedment of wood poles
to a depth of from 5.5 ft (1.7 m) for 30 ft (9.1 m) poles, to 12 ft (3.6 m) for 65 ft (19.8 m)
poles. The use of butt base anchors also may be considered. However, locate these
supports outside the clear zone; see Section 56-5.05(b) for more details.
5. Pole Mounting on Parapets. Poles for bridge lighting typically are mounted on specially
designed concrete parapet sections. Mounting design includes the necessary non-
breakaway, high-strength bolts, leveling plate, and vibration isolation pad and washers.
6. Structural Design. Poles will be designed and fabricated to meet or exceed AASHTO
requirements as documented in Standard Specifications for Structural Supports for
Highway Signs, Luminaires, and Traffic Signals and NCHRP Report 411. See the IDOT
Standard Specifications for the appropriate design criteria (e.g., wind loading, gust
factor, luminaire weight, and effective projected area).

56-5.05(c) Other Considerations
In addition to the items discussed in the previous sections, consider the following when
designing the highway lighting system:
1. Signs. Place light poles to minimize interference with the drivers view of the roadway
and any highway signs. Luminaire locations should not seriously detract from the
legibility of signs at night.
2. Structures. Place light poles sufficiently away, generally at least one mounting height,
from overhead bridges and sign structures to minimize glare and distracting shadows on
the roadway surface.
3. Trees. Insufficiently pruned trees can cause shadows on the roadway surface and
reduce the luminaires effectiveness. Design the pole/luminaire with a height and mast-
arm length to negate such adverse effects.
4. Criteria. Consult the authority having jurisdiction of the lighting for design criteria and
standards prior to design.
5. Navigable Airspace. Where lighting projects are being considered in close proximity to
an active airfield or airport, consider the impact the height of the light pole has on
navigable airspace during and after construction. For additional information, consult the
FAA Advisory Circular AC 70/7460-2J Proposed Construction or Alteration of Objects
that May Affect the Navigable Airspace.
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6. Luminaire Shielding. Avoid external shielding of luminaires. If external shielding is
used, ensure the shields have been tested to achieve the necessary light control and
designed to prevent rotation and misalignment. The lighting design must incorporate the
correct photometry that accurately depicts the luminaire with the shields in place.
7. Combination Traffic Signal/Light Pole. The use of combination traffic signal structures
that have a roadway luminaire top attachment generally improve roadside safety. They
should be used, where practical, to eliminate a light pole adjacent to a traffic signal
structure. Place combination poles beyond the pedestrian crosswalk to allow pedestrian
visibility in silhouette.


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56-6 HIGH-MAST LIGHTING DESIGN
In general, the design of high-mast lighting systems follows the same design procedures as
discussed in Section 56-5. In addition, consider the following:
1. Light Source. IDOT-owned and maintained lighting systems typically use either 400W,
or 750W HPS lamps. The number of luminaires required will be determined by the area
to be lighted. As a general starting point, it can be assumed that 400W luminaires will
be used and the number per pole will be six luminaires.
2. Mounting Heights. Mounting heights in high-mast lighting applications range from 80 ft
to 160 ft (24.3 m to 48.8 m). In general, heights of 100 ft to 150 ft (30.5 m to 45.7 m)
have exhibited the most practical designs. Greater mounting heights require more
luminaires to maintain illumination levels. However, greater heights allow for fewer poles
and provide better light uniformity. As a general starting point, it can be assumed that
mounting heights of 80 ft to 100 ft (24.3 m to 30.5 m) will be used.
3. Location. In determining the location of light towers, review the plan and profile view of
the area to determine the critical areas requiring lighting. In selecting tower locations,
consider the following:
a. Critical Areas. Locate light towers so that the highest localized levels of
illumination fall within the critical traffic areas (e.g., freeway/ramp junctions, ramp
terminals, merge points).
b. Roadside Safety. Locate light towers outside the roadside clear zone and a
sufficient distance from the roadway so that the probability of a collision is
virtually eliminated; see Chapter 38. Do not place light towers on the end of long
tangents.
c. Signs. Locate light towers so that they are not within the drivers direct line of
sight to highway signs.
4. Design. Use point-by-point calculations to evaluate luminance, illuminance, and veiling
luminance levels. Calculation grids must be placed at appropriate locations to analyze
these levels. Consult the Electrical and Mechanical Unit in the Central Office for
assistance to make these determinations.
Adjust luminaires, pole locations, and other variables, as needed, to ensure that the
minimum-maintained illumination is provided and the uniformity ratio has been satisfied.
Give consideration to adjacent land use during the analysis. Ensure the design
minimizes glare and maintains light control on adjoining property.
5. Navigable Airspace. Where lighting projects are being considered in close proximity to
an active airfield or airport, consider the impact the height of the light tower has on
navigable airspace during and after construction.

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56-7 REFERENCES

1. American National Standard Practice for Roadway Lighting, ANSI/IESNA RP-8,
American National Standards Institute/Illuminating Engineering Society of North
America;
2. Roadway Lighting Design Guide, American Association of State Highway and
Transportation Officials;
3. National Electrical Code, National Fire Protection Association;
4. National Electrical Safety Code, American National Standards Institute/Institute of
Electrical and Electronics Engineers;
5. Standard Specifications for Structural Supports for Highway Signs, Luminaires and
Traffic Signals, American Association of State Highway and Transportation Officials;
6. Structural Supports for Highway Signs, Luminaires, and Traffic Signals, National
Cooperative Highway Research Program Report No. 411, Transportation Research
Board;
7. Roadside Design Guide, American Association of State Highway and Transportation
Officials;
8. Standard Specifications for Road and Bridge Construction, Illinois Department of
Transportation;
9. Supplemental Specifications and Recurring Special Provisions, Illinois Department of
Transportation;
10. Highway Standards, Illinois Department of Transportation;
11. Electrical Detail Sheets, Illinois Department of Transportation;
12. Warrants for Highway Lighting, National Cooperative Highway Research Program
Report No. 152, Transportation Research Board;
13. Partial Lighting of Interchanges, National Cooperative Highway Research Program
Report No. 256, Transportation Research Board;
14. Illinois Manual on Uniform Traffic Control Devices (ILMUTCD), Illinois Department of
Transportation
15. American National Standard Practice for Tunnel Lighting, ANSI/IESNA RP-22, American
National Standards Institute/Illuminating Engineering Society of North America;
16. IESNA Recommended Practice for Roadway Sign Lighting, IESNA RP-19, Illuminating
Engineering Society of North America;
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17. Design Guide for Roundabout Lighting, IESNA DG-19, Illuminating Engineering Society
of North America;
18. Luminaire Classification System for Outdoor Luminaires, IESNA TM-15, Illuminating
Engineering Society of North America;
19. US Coast Guard Bridge Administration Manual COMDTINST M16590.5, Bridge Lighting
and Other Signals;
20. Code of Federal Regulations, CFR Title 33, Part 118.
21. FAA Advisory Circular AC 70/74602J Proposed Construction or Alteration of Objects that
May Affect the Navigable Airspace; and