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1、BRITISH STANDARD BS 5489-2: 1992 Road lighting Part 2: Code of practice for lighting for traffic routes Licensed Copy: sheffieldun sheffieldun, na, Mon Dec 04 12:35:27 GMT+00:00 2006, Uncontrolled Copy, (c) BSI BS 5489-2:1992 This British Standard, having been prepared under the direction of the Ele
2、ctrical Illumination Standards Policy Committee, was published under the authority of the Standards Board and comes into effect on 15 August 1992 BSI 02-1999 First published as CP 1004-2 February 1956 Second edition October 1963 Third edition as BS 5489-2 September 1974 Fourth edition March 1987 Fif
3、th edition August 1992 The following BSI references relate to the work on this standard: Committee reference LGL/23 Draft announced in BSI News March 1992 ISBN 0 580 20905 9 Committees responsible for this British Standard The preparation of this British Standard was entrusted by the Electrical Illu
4、mination Standards Policy Committee (LGL/-) to Technical Committee LGL/23, upon which the following bodies were represented: Automobile Association British Lighting Association for the Preparation of Standards (Britlaps) British Precast Concrete Federation Ltd. Chartered Institution of Building Serv
5、ices Engineers Council for the Protection of Rural England County Surveyors Society Department of Transport Institution of Civil Engineering Surveyors Institution of Civil Engineers Institution of Electrical Engineers Institution of Lighting Engineers Institution of Mechanical Engineers Lighting Ind
6、ustry Federation Ltd. Royal Fine Art Commission Scottish Office (Building Directorate) Amendments issued since publication Amd. No.DateComments Licensed Copy: sheffieldun sheffieldun, na, Mon Dec 04 12:35:27 GMT+00:00 2006, Uncontrolled Copy, (c) BSI BS 5489-2:1992 BSI 02-1999i Contents Page Committ
7、ees responsibleInside front cover Forewordii 1Scope1 2Definitions1 3Mounting height2 4Limitation of glare2 5Choice of lamps3 6Lighting of surrounds3 7Lighting of road surface3 8Design spacings4 9Spacings for roads with bends8 10Planning 14 11Maintenance and operation 16 Appendix A Step by step illus
8、tration of the use of this code 17 Appendix B Determination of photometric quantities and luminaire classification 21 Appendix C Production of templates used in designing for bends 27 Figure 1 Geometry in elevation of a road lighting system 1 Figure 2 Staggered arrangement of luminaires 7 Figure 3 O
9、pposite arrangement of luminaires 7 Figure 4 Single side arrangement of luminaires 8 Figure 5 Twin central on dual carriageway arrangement of luminaires 8 Figure 6 Isoluminance templates 10 Figure 7 Inadequate coverage of road 11 Figure 8 Dark area removed by closer spacing 11 Figure 9 Additional lu
10、minaire covering two dark areas 12 Figure 10 Spacing set for inside carriageway 12 Figure 11 Additional luminaire covering dark area on outside carriageway 13 Figure 12 Typical layout at T junction with pedestrian crossing 15 Figure 13 Typical layout at crossroads with pedestrian crossing 15 Figure
11、14 Typical luminaire positions adjacent to a pedestrian crossing 16 Figure 15 Relationship of angles , , and C 23 Figure 16 Position of calculation points in relation to the luminaire and observer 24 Figure 17 Relationship of angle to line of sight and luminaire position 25 Table 1 Lighting requirem
12、ents for traffic routes 3 Table 2 Design table: standard presentation 5 Table 3 r-table for representative British road surface CIE type C2 6 Table 4 Luminaire maintenance factors 7 Table 5 Evaluation of 10 (/MF)0.8 20 Table 6 I-table for luminaire 26 Table 7 Terms, abbreviations and symbols 27 Publ
13、ication(s) referred toInside back cover L Licensed Copy: sheffieldun sheffieldun, na, Mon Dec 04 12:35:27 GMT+00:00 2006, Uncontrolled Copy, (c) BSI BS 5489-2:1992 ii BSI 02-1999 Foreword This Part of BS 5489 has been prepared under the direction of the Electrical Illumination Standards Policy Commi
14、ttee and is a new edition of BS 5489-2:1987 which is withdrawn. In the 1987 edition a new design procedure was formulated to calculate specific standards of uniformity and levels of luminance on the dry road surface. Disability and discomfort glare were controlled by limiting threshold increment rat
15、her than by limiting luminaire intensities. These concepts are discussed in BS 5489-1, the reading of which is essential for the understanding of this Part 2. Furthermore, a new method was introduced for designing installations on bends in the 1987 edition. The lighting levels and glare control achi
16、eved by the 1987 edition were similar to those of the 1974 edition to ensure continuity of practice. This edition introduces a revised definition of maintenance factor and incorporates editorial improvements but it does not reflect a full review or revision of the standard, which will be undertaken
17、in due course. A British Standard does not purport to include all the necessary provisions of a contract. Users of British Standards are responsible for their correct application. Compliance with a British Standard does not of itself confer immunity from legal obligations. Summary of pages This docu
18、ment comprises a front cover, an inside front cover, pages i and ii, pages 1 to 28, an inside back cover and a back cover. This standard has been updated (see copyright date) and may have had amendments incorporated. This will be indicated in the amendment table on the inside front cover. Licensed C
19、opy: sheffieldun sheffieldun, na, Mon Dec 04 12:35:27 GMT+00:00 2006, Uncontrolled Copy, (c) BSI BS 5489-2:1992 BSI 02-19991 1 Scope This Part of BS 5489 gives recommendations for the lighting of all-purpose traffic routes up to 15 m in width for single carriageways and up to 2 11 m in width for dua
20、l carriageways. Motorways are not included. A step by step illustration of the use of this code is given in Appendix A. NOTEThe titles of the publications referred to in this standard are listed on the inside back cover. 2 Definitions NOTEA checklist of abbreviations and symbols used in this Part of
21、 BS 5489 is given in Table 7. For the purposes of this Part of BS 5489 the definitions given in BS 5489-1, BS 6100-2.4.1 and BS 5225-1 apply, together with the following. 2.1 bracket projection the horizontal distance from the point of entry to the luminaire to a vertical line passing through the ce
22、ntre of the cross section of the column at the ground level NOTESee Figure 1. 2.2 spacing index (SI) the product of the calculated average road luminance (in cd/m2) produced by an installation of luminaires in their clean state and the spacing (in m) divided by the lamp flux (in klm) 2.3 veil factor
23、 (VF) the equivalent veiling luminance per kilolumen of lamp output, multiplied by 650 2.4 width of carriageway (WK) the distance between kerb lines, measured at right angles to the length of the carriageway NOTESee Figure 1. Figure 1 Geometry in elevation of a road lighting system Licensed Copy: sh
24、effieldun sheffieldun, na, Mon Dec 04 12:35:27 GMT+00:00 2006, Uncontrolled Copy, (c) BSI BS 5489-2:1992 2 BSI 02-1999 3 Mounting height 3.1 General The mounting heights to be adopted should be 8 m, 10 m or 12 m, except in special situations, e.g. where the appearance of the installation is particul
25、arly important. In these circumstances consideration may be given to other systems and mounting heights but it is essential to ensure that the lighting performance is not inferior to that recommended in this standard. 3.2 8 m mounting height 8 m is the recommended mounting height for: a) urban traff
26、ic routes where, owing to the multiplicity of road junctions, no reduction in the number of lighting points is to be gained by the use of a higher mounting height; b) traffic routes where higher mounting heights would be out of scale with the adjacent buildings; c) relatively narrow roads such as lo
27、cal distributor and access roads to residential areas in which a mounting height between 10 m or 12 m and 5 m or 6 m is desirable. 3.3 10 m mounting height 10 m is the recommended mounting height for lighting for: a) the majority of urban traffic routes; b) lighting for traffic routes in which a mou
28、nting height of 12 m would be of an undesirable appearance; c) lighting for wide heavily used routes where a large number of intersections, bends, etc., could lead to a short spacing making the use of 12 m mounting height uneconomical. 3.4 12 m mounting height 12 m is the recommended mounting height
29、 for lighting for wide or heavily used routes where advantage can be taken of a longer spacing of luminaires. 4 Limitation of glare 4.1 Disability glare Disability glare, defined and discussed in BS 5489-1, reduces the contrast between objects and their background, so that their visibility is decrea
30、sed. An object that is just visible (that is at the threshold of visibility) when there is no disability glare will, in the presence of disability glare, merge into the background. The percentage by which the background luminance has to be increased to render the object just visible again is known a
31、s the threshold increment (TI). This provides a notional measure of disability glare from installations. The value of the TI depends on the light distribution from the lantern between 70 and 90 in elevation in the vertical plane at which the luminance is observed, usually within 10 of azimuth of the
32、 transverse axis of the luminaire. It also depends on the road luminance, the layout of the luminaires, the mounting height and the observer position. 4.2 Discomfort glare Control of the TI within the limits recommended in 4.3 will generally ensure that discomfort glare, defined in BS 5489-1, will b
33、e adequately controlled. 4.3 Recommended threshold increment Recommended limits for the TI are for the luminaire operated in a clean state with a lamp emitting its initial luminous flux, as in this state the maximum disability glare will be produced. A value of the TI not exceeding 15 % is recommend
34、ed where is is necessary to minimize glare, e.g. on high speed roads. It is of particular advantage in rural areas, where the absence of a reflecting background, such as buildings bordering the road, may increase the effect of glare. In all other installations the value of the TI should not exceed 3
35、0 %. The light distribution for this less stringent glare control generally permits more scope for the siting of individual columns and longer spacing between luminaires, leading to lower capital and running costs. NOTEOther special requirements may be imposed in the neighbourhood of aerodromes, whe
36、re the luminous intensity above the horizontal may need to be limited (see BS 5489-8) and in environmentally sensitive areas, where spill light may be regarded as being visually intrusive (see BS 5489-1). 4.4 Selection of luminaires As an aid to their selection according to the recommendations in 4.
37、3, luminaires are divided into two classes: low threshold increment (LTI) and moderate threshold increment (MTI). An LTI luminaire will generally be capable of meeting the recommendation for the TI being not more than 15 % and an MTI luminaire will generally meet the recommendation for the TI being
38、not more than 30 %. On straight roads, the TI should be checked in the manner described in 8.2 g), when the luminaire has been selected. This is necessary because in certain installations the TI may exceed the recommended limits, even though the luminaire classification may indicate otherwise. In pr
39、actice this will occur rarely. On bends it may be assumed that the limits hold according to the class of the luminaire. NOTEThe classification of a luminaire will depend, to a small extent, on the luminous flux of the lamp used for calculating the TI. For increases (or decreases) of flux up to 50 %,
40、 the TI will increase (or decrease) by approximately 0.2 % for every 1 % increase (or decrease) in flux. For larger changes of flux the equation for the TI given in 8.2 g) may be used. Licensed Copy: sheffieldun sheffieldun, na, Mon Dec 04 12:35:27 GMT+00:00 2006, Uncontrolled Copy, (c) BSI BS 5489-
41、2:1992 BSI 02-19993 5 Choice of lamps 5.1 Preferred sources The preferred sources, on grounds of efficacy and life, are low pressure sodium and high pressure sodium lamps. The low pressure sodium lamp has the greater efficacy and emits a monochromatic yellow light. The high pressure sodium lamp has
42、a longer life and renders colours. The use of other sources may be considered for special applications. 5.2 Use of lamps giving light of different colour A change of colour of the light of the installation, by the use of different types of lamps, may be advantageous if used with discretion, the chan
43、ge being intentional and consistent; haphazard changes are distracting. There may be an advantage (where, for example, low pressure sodium lamps are used on the approach roads) in using high pressure sodium lamps in shopping areas, civic centres and other areas where better colour rendering is desir
44、able. 6 Lighting of surrounds Adequate lighting of the surrounds to the carriageway is necessary to serve the needs of the driver and the pedestrian. For the driver, it helps to reveal objects on the carriageway that are only partly seen against the background of the carriageway, as is often the cas
45、e on bends, or where there are stationary vehicles or bicycles near the margin of the carriageway. Moreover, it is needed to reveal pedestrians about to step into the carriageway and vehicles emerging from side roads. For the pedestrian, it reveals the footway surface, obstructions and other pedestr
46、ians. The surround lighting is quantified by the surround ratio (SR), defined in BS 5489-1. For the chosen arrangement, the luminaire should give a value of the SR which is not less than 0.5; otherwise the surround lighting may be inadequate. 7 Lighting of road surface To be visually satisfactory, t
47、he value and uniformity of road luminance should be in accordance with the recommendations given in Table 1. The recommended maintained average luminance ensures that the road is sufficiently bright to reveal objects adequately. The recommended overall uniformity ratio (UO) ensures that no part of t
48、he road surface is so dark that it becomes ineffective as a background for revealing objects, whilst the recommended longitudinal uniformity ratio (UL) ensures that pronounced visual patchiness of the lighted road surface is avoided. The geometry required to obtain these recommended values can be fo
49、und by interrelating the light distribution from the luminaire and the reflection properties of the road surface, as described in clause 8 for straight roads and in clause 9 for bends. The results are valid for the assumed photometric conditions, e.g. no atmospheric attenuation, road surface of the stated reflection properties, clean luminaires correctly mounted, etc. In practice there will be departures from these conditions and, therefore, it may be difficult to substantiate the values in the actual installation by m
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