CS-ADR-DSN — Issue 6 CHAPTER D — TAXIWAYS

CHAPTER D — TAXIWAYS
CS ADR-DSN.D.240 Taxiways general
Unless otherwise indicated, the requirements in Chapter D - Taxiways are applicable to all types of
taxiways.
(a) The design of a taxiway should be such that, when the cockpit of the aeroplane for which the
taxiway is intended, remains over the taxiway centre line markings, the clearance distance
between the outer main wheel of the aeroplane and the edge of the taxiway should be not less
than that given by the following tabulation:
Clearance Outer Main Gear Wheel Span (OMGWS)
Up to but not 4.5 m up to but not 6 m up to but not 9 m up to but not
including 4.5 m including 6 m including 9 m including 15 m
a,b c
1.50 m 2.25 m 3 m or 4 m 4m
a
on straight portions.
b
on curved portions if the taxiway is intended to be used by aeroplanes with a wheel base of less than 18 m.
c
on curved portions if the taxiway is intended to be used by aeroplanes with a wheel base equal to or
greater than 18 m.
Note: Wheel base means the distance from the nose gear to the geometric centre of the main gear.

[Issue: ADR-DSN/4]

GM1 ADR-DSN.D.240 Taxiways general

(a) Taxiways should be provided to permit the safe and expeditious surface movement of aircraft.
Sufficient entrance and exit taxiways for a runway should be provided to expedite the
movement of aeroplanes to and from the runway and provision of rapid exit taxiways
considered when traffic volumes are high.
(b) Design of runway and taxiway infrastructure that either prevents aircraft entering or crossing a
runway or mitigates the risk of an aircraft runway incursion collision should be considered both
in the development of any new infrastructure and as a retrospective enhancement to existing
infrastructure especially in hot-spot areas (areas where risk appraisal or incident data
demonstrates a higher risk). This guidance may be considered as part of a runway incursion
prevention programme and to help ensure that runway incursion aspects are addressed in any
new design proposal.
(c) The initial approach should be to reduce the number of available entrances to the runway, so
that the potential for entry to the runway at an unintended location is minimised. Taxiway
entry, crossing and runway exit taxiways should be clearly identified and promulgated, using
taxiing guidance signs, lighting and pavement markings.
(d) Many aerodromes have more than one runway, notably paired parallel runways (two runways
on one side of the terminal apron), which create a difficult problem in that either on arrival or
departure an aircraft is required to cross a runway. The potential for runway crossings should
be eliminated or at least be as low as reasonably practicable. This may be achieved by
constructing a ‘perimeter taxiway’ to enable aircraft to get to the departure runway or to the
apron without either crossing a runway, or conflicting with an approaching or departing aircraft.
(e) A perimeter taxiway is ideally designed according to the following criteria:

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 CS-ADR-DSN — Issue 6 CHAPTER D — TAXIWAYS

(1) Sufficient space is required between the landing threshold and the taxiway centre line
where it crosses under the approach path, to enable the critical aeroplane to pass under
the approach without violating the approach surface.
(2) The extent of the jet blast impact of aircraft taking off is considered when determining
the location of a perimeter taxiway.
(3) The requirement for RESA, as well as possible interference with the ILS or other
navigation aids is also taken into account: the perimeter taxiway is located behind the
localiser antenna, not between the localiser antenna and the runway, due to the potential
for severe ILS disturbance, noting that this is harder to achieve as the distance between
the localiser and the runway increases. Likewise, perimeter roads are provided where
possible.
(4) Appropriate measures should be considered in order to assist pilots to distinguish
between aircraft that are crossing the runway and those that are safely on a perimeter
taxiway.
(f) Taxiways crossing runways should be provided at low energy locations, preferably at the runway
ends. Where runway crossings cannot be eliminated, they should only be done on taxiways at
right angles to a runway. This will afford the flight crew an unobstructed view of the runway, in
both directions, to confirm that the runway and approach is clear of conflicting traffic before
proceeding across.
(g) The runway/taxiway junction configuration should be simple, for example with single taxiway
entrances; this is particularly relevant for taxiways crossing runways.
(h) The main design principles for entry and exit taxiways are:
(1) Taxiways should be perpendicular to the runway centre line if possible.
(2) The taxiway angle should be such that the crew of an aircraft at a taxiway holding position
(if any) should be able to see an aircraft using or approaching the runway. Where the
taxiway angle is such that this clear view, in both directions is not possible, consideration
is given to provide a perpendicular portion of the taxiway immediately adjacent to the
runway to allow for a full visual scan prior to entering (or crossing).
(3) Rapid exit taxiways are designed to be runway exits. Whilst it may be an operational
practice at some airports to allow smaller aircraft the option of departing at a mid-point
on the runway from one of these rapid exit taxiways, the geometry of the taxiway/runway
intersection does not allow the crew to properly scan the runway in both directions to
confirm that there is no conflicting traffic. This practice should thus be eliminated and
from the design point of view, all signage and markings should deter any aircraft from
using these rapid exit taxiways for any purpose other than what they are designed for
(exiting the runway after landing). However, this may be mitigated by the addition of a
fillet so that aircraft can manoeuvre to see down the approach. Note that aircraft on an
angled taxiway may have a greater likelihood of causing ILS interference.
(4) A clear separation of pavement between a rapid exit taxiway and other non-rapid
taxiways entering or crossing a runway should be provided. This design principle prevents
two taxiways from overlapping with each other and creating an excessive paved area that
would confuse pilots entering a runway.
(5) Limiting the options available to pilots on each entrance or exit helps to avoid confusion.
Therefore, avoid dual or multiple taxiway entrances at one location, as Y-shaped
connectors present opportunities for runway incursions and for aircraft vacating the

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 CS-ADR-DSN — Issue 6 CHAPTER D — TAXIWAYS

runway to enter the wrong taxiway. Limiting the options available to pilots on each
entrance or exit helps to avoid confusion.
(6) Runway/taxiway separations should be sufficient to permit space for effective RETs.
(7) Avoid designs which include crossing a runway to access a taxiway.
(8) Provide clear separation between high speed (RET) and taxi speed runway exits; if RETs
are provided have a series in a row without other entrances.
(9) Where the aerodrome has more than one runway, ensure that runway ends are not too
close together; if this is not possible ensure that they are clearly identified as separated.
This may be achieved through visual aids, taxiway design and the taxiway naming
convention.
(10) Surface colour should not create confusion:
(i) Have different colours for runway and taxiways.
(ii) Avoid a mix of concrete & asphalt.
(11) Wide taxiway entrances onto runways should be broken up with islands or barriers or
painting taxiway edges with continuous edge markings to indicate unusable pavement.
Avoid long holding position lines and excess paved areas which reduce the effectiveness
of signs and markings. Use standard taxiway widths, suitable for a wide range of
aeroplane, including the largest type expected to use the aerodrome.
(12) Avoid multi-taxiway intersections and reduce the number of taxiways at any intersection
as far as possible.
(13) As far as practicable, it is preferable to redesign rather than reconfigure or repaint where
possible – design errors out and reduce potential for human error.
(14) Consistent design of runway entrances – same visual aids at each, both taxiways and
service road accesses.
(15) It is always preferable for safety reasons to have a taxiway parallel to the runway all along
the runway, even if capacity constraints do not make it necessary.
(i) Aerodrome infrastructure can also be used to support design, whether by the systems installed
or by their operating characteristics. Examples include:
(1) Stopbars and runway guard lights should be provided at all entrances, and preferably
illuminated H24 and in all weather conditions. Runway incursions do not happen only
under restricted visibilities. In fact, more incursions happen when the weather is good.
(2) Avoid confusion between CAT I and CAT III holding positions. This may be achieved in
some circumstances by combining both holding positions.
(j) Multi-taxiway entrances to a runway should be parallel to each other and should be distinctly
separated by an unpaved area. This design principle allows each runway holding location an
earthen area for the proper placement of accompanying sign, marking, and lighting visual cues
at each runway holding position. Moreover, the design principle eliminates the construction of
unusable pavement and as well as the painting of taxiway edge markings to indicate such
unusable pavement. In general, excess paved areas at runway holding positions reduce the
effectiveness of sign, marking, and lighting visual cues.

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 CS-ADR-DSN — Issue 6 CHAPTER D — TAXIWAYS

(k) CS ADR-DSN.N.785 provides the certification specifications for a standardised scheme for the
nomenclature of taxiways to improve situational awareness and as a part of an effective runway
incursion prevention measure.
(l) Additional guidance on layout and standardised nomenclature of taxiways is given in ICAO Doc
9157, Aerodrome Design Manual, Part 2, Taxiways, Aprons and Holding Bays.
[Issue: ADR-DSN/3]
[Issue: ADR-DSN/4]
[Issue: ADR-DSN/6]

CS ADR-DSN.D.245 Width of taxiways

A straight portion of a taxiway should have a width of not less than that given by the following
tabulation:
Outer Main Gear Wheel Span (OMGWS)
Up to but not 4.5 m up to but not 6 m up to but not 9 m up to but not
including 4.5 m including 6 m including 9 m including 15 m
Taxiway width 7.5 m 10.5 m 15 m 23 m

[Issue: ADR-DSN/4]

GM1 ADR-DSN.D.245 Width of taxiways

(a) The width of the taxiway should be measured at the edge of the paved surface, or where the
taxiway edge is marked, at the outside edge of the taxiway edge marking.
(b) Additional guidance on width of taxiways is given in ICAO Doc 9157, Aerodrome Design Manual,
Part 2, Taxiways, Aprons and Holding Bays.
[Issue: ADR-DSN/4]

CS ADR-DSN.D.250 Taxiways curves

(a) Changes in direction of taxiways should be as few and small as possible. The radii of the curves
should be compatible with the manoeuvring capability and normal taxiing speeds of the
aeroplanes for which the taxiway is intended.
(b) The design of the curve should be such that when the cockpit of the aeroplane for which the
taxiway is intended remains over the taxiway centre line markings, the clearance distance
between the outer main wheels of the aeroplane and the edge of the taxiway should be not
less than those specified in CS ADR-DSN.D.240.

GM1 ADR-DSN.D.250 Taxiways curves

(a) The location of taxiway centre line markings and lights is specified in CS ADR-DSN.L.555 and
CS ADR-DSN.M.710.
(b) Compound curves may reduce or eliminate the need for extra taxiway width.
(c) An example of widening taxiways to achieve the wheel clearance specified is illustrated in Figure
GM-D-1. Guidance on the values of suitable dimensions is given in ICAO Doc 9157, Aerodrome
Design Manual, Part 2, Taxiways, Aprons and Holding Bays.

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 CS-ADR-DSN — Issue 6 CHAPTER D — TAXIWAYS

Figure GM-D-1. Taxiway curve

[Issue: ADR-DSN/3]

CS ADR-DSN.D.255 Junction and intersection of taxiways

(a) To facilitate the movement of aeroplanes, fillets should be provided at junctions and
intersections of taxiways with runways, aprons, and other taxiways.
(b) The design of the fillets should ensure that the minimum wheel clearances specified in CS ADR-
DSN.D.240 are maintained when aeroplanes are manoeuvring through the junctions or
intersections.

GM1 ADR-DSN.D.255 Junction and intersection of taxiways

Consideration should be given to the aeroplane datum length when designing fillets. Guidance on the
design of fillets and the definition of the term aeroplane datum length are given in ICAO Doc 9157,
Aerodrome Design Manual, Part 2, Taxiways, Aprons and Holding Bays.
[Issue: ADR-DSN/3]

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CS ADR-DSN.D.260 Taxiway minimum separation distance

(a) The safety objective of minimum taxi separation distances is to allow safe use of taxiways and aircraft stand taxilanes to prevent possible collision with
other aeroplanes operating on adjacent runways or taxiways, or collision with adjacent objects.
(b) The separation distance between the centre line of a taxiway and the centre line of a runway, the centre line of a parallel taxiway or an object should
not be less than the appropriate dimension specified in Table D-1.
Distance between taxiway centre line and runway centre line (metres) Taxiway Taxiway, Aircraft stand Aircraft stand
Instrument runways Non-instrument runways centre line other than taxilane taxilane
Code number Code number to taxiway aircraft centre line to centre line
Code 1 2 3 4 1 2 3 4 centre line stand aircraft stand to object
letter (metres) taxilane, taxilane (metres)
centre line centre line
to object (metres)
(metres)
(1) (2) (3) (4) (5) (6) (7) (8) (9) (10) (11) (12) (13)
A 77.5 77.5 — — 37.5 47.5 — — 23 15.5 19.5 12
B 82 82 152 — 42 52 87 — 32 20 28.5 16.5
C 88 88 158 158 48 58 93 93 44 26 40.5 22.5
D — — 166 166 — — 101 101 63 37 59.5 33.5
E — — 172.5 172.5 — — 107.5 107.5 76 43.5 72.5 40
F — — 180 180 — — 115 115 91 51 87.5 47.5
Note 1: The separation distances shown in columns (2) to (9) represent ordinary combinations of runways and taxiways.
Note 2: The distances in columns (2) to (9) do not guarantee sufficient clearance behind a holding aeroplane to permit the passing of another aeroplane on a parallel
taxiway.
Table D-1. Taxiway minimum separation distances
[Issue: ADR-DSN/2]
[Issue: ADR-DSN/4]

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 CS-ADR-DSN — Issue 6 CHAPTER D — TAXIWAYS

GM1 ADR-DSN.D.260 Taxiway minimum separation distance

(a) Guidance on factors which may be considered in the safety assessment is given in ICAO Doc
9157, Aerodrome Design Manual, Part 2, Taxiways, Aprons and Holding Bays.
(b) ILS and MLS installations may also influence the location of taxiways due to interferences to ILS
and MLS signals by a taxiing or stopped aircraft. Information on critical and sensitive areas
surrounding ILS and MLS installations is contained in ICAO, Annex 10, Volume I, Attachments C
and G (respectively).
(c) The separation distances, as prescribed in Table D-1, column (10), do not necessarily provide
the capability of making a normal turn from one taxiway to another parallel taxiway. Guidance
for this condition is given in ICAO Doc 9157, Aerodrome Design Manual, Part 2, Taxiways,
Aprons and Holding Bays.
(d) The separation distance between the centre line of an aircraft stand taxilane and an object, as
prescribed in Table D-1, column (13), may need to be increased when jet exhaust wake velocity
may cause hazardous conditions for ground servicing.
(e) It may be permissible to operate with lower separation distances at an existing aerodrome if a
safety assessment indicates that such lower separation distances would not adversely affect
the safety or significantly affect the regularity of operations of aeroplanes.
(f) The separation distances, as prescribed in Table D-1, may have to be increased on taxiway
curves to accommodate the wing sweep of the critical aeroplane or on dual parallel taxiways
when, as for example, used as bypass taxiways.
(g) The requirements for apron taxiways regarding strip width, separation distances, etc., are the
same as for any other type of taxiway.
[Issue: ADR-DSN/2]
[Issue: ADR-DSN/3]
[Issue: ADR-DSN/4]

CS ADR-DSN.D.265 Longitudinal slopes on taxiways

(a) The safety objective of limiting the longitudinal taxiway slope is to enable stabilised safe use of
taxiway by an aircraft.
(b) The longitudinal slope of a taxiway should not exceed:
(1) 1.5 % where the code letter is C, D, E, or F; and
(2) 3 % where the code letter is A or B.

GM1 ADR-DSN.D.265 Longitudinal slopes on taxiways

intentionally left blank

CS ADR-DSN.D.270 Longitudinal slope changes on taxiways

(a) The safety objective of limiting the longitudinal taxiway slope changes is to avoid damage of
aircraft and to enable safe use of taxiway by an aircraft.

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 CS-ADR-DSN — Issue 6 CHAPTER D — TAXIWAYS

(b) Where slope changes on a taxiway cannot be avoided, the transition from one slope to another
slope should be accomplished by a curved surface with a rate of change not exceeding:
(1) 1 % per 30 m (minimum radius of curvature of 3 000 m) where the code letter is C, D, E,
or F; and
(2) 1 % per 25 m (minimum radius of curvature of 2 500 m) where the code letter is A or B.
(c) Where slope changes in (b)(1) and (2) are not achieved and slopes on a taxiway cannot be
avoided, the transition from one slope to another slope should be accomplished by a curved
surface which should allow the safe operation of all aircraft in all weather conditions.

GM1 ADR-DSN.D.270 Longitudinal slope changes on taxiways

intentionally left blank

CS ADR-DSN.D.275 Sight distance of taxiways

(a) The safety objective of minimum taxiway sight distance values is to achieve the necessary
visibility to enable safe use of taxiway by an aircraft.
(b) Where a change in slope on a taxiway cannot be avoided, the change should be such that, from
any point:
(1) 3 m above the taxiway, it should be possible to see the whole surface of the taxiway for
a distance of at least 300 m from that point where the code letter is C, D, E, or F;
(2) 2 m above the taxiway, it should be possible to see the whole surface of the taxiway for
a distance of at least 200 m from that point where the code letter is B; and
(3) 1.5 m above the taxiway, it should be possible to see the whole surface of the taxiway
for a distance of at least 150 m from that point where the code letter is A.

GM1 ADR-DSN.D.275 Sight distance of taxiways

intentionally left blank

CS ADR-DSN.D.280 Transverse slopes on taxiways

(a) The safety objective of taxiway transverse slopes is to promote the most rapid drainage of
water from the taxiway.

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 CS-ADR-DSN — Issue 6 CHAPTER D — TAXIWAYS

(b) The transverse slopes of a taxiway should be sufficient to prevent the accumulation of water
on the surface of the taxiway but should not exceed:
(1) 1.5 % where the code letter is C, D, E, or F; and
(2) 2 % where the code letter is A or B.

GM1 ADR-DSN.D.280 Transverse slopes on taxiways

The slopes on a taxiway are intended to prevent the accumulation of water (or possible fluid
contaminant) on the surface and to facilitate rapid drainage of surface water (or possible fluid
contaminant). Slopes should be so designed as to minimise impact on aircraft and so not to hamper
the operation of aircraft.

CS ADR-DSN.D.285 Strength of taxiways

The strength of a taxiway should be suitable for the aircraft that the taxiway is intended to serve.

GM1 ADR-DSN.D.285 Strength of taxiways

(a) Due consideration is to be given to the fact that a taxiway is subjected to a greater density of
traffic and as a result of slow moving and stationary aeroplanes, to higher stresses than the
runway it serves.
(b) The method for reporting the bearing strength of the pavement is available in Part-ADR.OPS of
Regulation (EU) No 139/2014.
(c) Additional information on the bearing strength, the design, and evaluation of pavements is
given in ICAO Doc 9157, Aerodrome Design Manual, Part 3, Pavements.
[Issue: ADR-DSN/3]
[Issue: ADR-DSN/6]

CS ADR-DSN.D.290 Surface of taxiways

(a) The surface of a taxiway should not have irregularities that cause damage to aeroplane
structures.
(b) The surface of a paved taxiway should be so constructed or resurfaced as to provide suitable
surface friction characteristics.
[Issue: ADR-DSN/3]

GM1 ADR-DSN.D.290 Surface of taxiways

Suitable surface friction characteristics are those surface properties required on taxiways that assure
safe operation of aeroplanes.
[Issue: ADR-DSN/3]

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CS ADR-DSN.D.295 Rapid exit taxiways

(a) The safety objective of rapid exit taxiway is to facilitate safe rapid exit of aeroplanes from a
runway.
(b) A rapid exit taxiway should be designed with a radius of turn-off curve of at least:
(1) 550 m where the code number is 3 or 4; and
(2) 275 m where the code number is 1 or 2;
to enable under wet conditions exit speeds of:
(i) 93 km/h where the code number is 3 or 4; and
(ii) 65 km/h where the code number is 1 or 2.
(c) The radius of the fillet on the inside of the curve at a rapid exit taxiway should be sufficient to
provide a widened taxiway throat in order to facilitate early recognition of the entrance and
turn-off onto the taxiway.
(d) A rapid exit taxiway should include a straight distance after the turn-off curve sufficient for an
exiting aircraft to come to a full stop clear of any intersecting taxiway (Figure D-1).
(e) The intersection angle of a rapid exit taxiway with the runway should not be greater than 45°,
nor less than 25° and preferably should be 30°.

Figure D-1. Rapid exit taxiway

GM1 ADR-DSN.D.295 Rapid exit taxiways

(a) The following guidance applies particularly to rapid exit taxiways (see Figure D-1). The general
requirements for taxiways, as prescribed in the relevant certification specifications, are also
applicable to rapid exit taxiways. Guidance on the provision, location and design of rapid exit
taxiways is included in ICAO Doc 9157, Aerodrome Design Manual, Part 2, Taxiways, Aprons
and Holding Bays.

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(b) The locations of rapid exit taxiways along a runway are based on several criteria described in
ICAO Doc 9157, Aerodrome Design Manual, Part 2, Taxiways, Aprons and Holding Bays, in
addition to different speed criteria.
[Issue: ADR-DSN/3]
[Issue: ADR-DSN/5]

CS ADR-DSN.D.300 Taxiways on bridges

(a) The width of that portion of a taxiway bridge capable of supporting aeroplanes, as measured
perpendicularly to the taxiway centre line, should not be less than the width of the graded area
of the strip provided for that taxiway unless a proven method of lateral restraint is provided
which should not be hazardous for aeroplanes for which the taxiway is intended.
(b) Access should be provided to allow rescue and firefighting vehicles to intervene in both
directions within the specified response time to the largest aeroplane for which the taxiway
bridge is intended.
(c) A bridge should be constructed on a straight section of the taxiway with a straight section on
both ends of the bridge to facilitate the alignment of aeroplanes approaching the bridge.

GM1 ADR-DSN.D.300 Taxiways on bridges

If aeroplane engines overhang the bridge structure, protection of adjacent areas below the bridge
from engine blast may be required.

CS ADR-DSN.D.305 Taxiway shoulders

(a) Straight portions of a taxiway where the code letter is C, D, E, or F should be provided with
shoulders which extend symmetrically on each side of the taxiway so that the overall width of
the taxiway and its shoulders on straight portions is not less than:
(1) 44 m where the code letter is F;
(2) 38 m where the code letter is E;
(3) 34 m where the code letter is D; and
(4) 25 m where the code letter is C.
(b) On taxiway curves and on junctions or intersections where increased pavement is provided, the
shoulder width should be not less than that on the adjacent straight portions of the taxiway.
(c) When a taxiway is intended to be used by turbine-engined aeroplanes, the surface of the
taxiway shoulder should be prepared so as to resist erosion and the ingestion of the surface
material by aeroplane engines.
[Issue: ADR-DSN/4]

GM1 ADR-DSN.D.305 Taxiway shoulders

Guidance on characteristics of taxiway shoulders and on shoulder treatment is given in ICAO Doc
9157, Aerodrome Design Manual, Part 2, Taxiways, Aprons and Holding Bays.
[Issue: ADR-DSN/3]

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CS ADR-DSN.D.310 Taxiway Strip

A taxiway, other than an aircraft stand taxilane, should be included in a strip.

GM1 ADR-DSN.D.310 Taxiway Strip

A taxiway strip should be so prepared or constructed as to minimise hazards arising from differences
in load bearing capacity to aeroplanes which the taxiway is intended to serve in the event of an
aeroplane accidentally running off the taxiway.
Guidance on characteristics of taxiway strips is given in ICAO Doc 9157, Aerodrome Design Manual,
Part 2, Taxiways, Aprons and Holding Bays.
[Issue: ADR-DSN/3]

CS ADR-DSN.D.315 Width of taxiway strips

(a) The safety objective of the width of taxiway strips is to allow safe use of taxiways in relation to
adjacent objects.
(b) A taxiway strip should extend symmetrically on each side of the centre line of the taxiway
throughout the length of the taxiway to at least the distance from the centre line given in
Table D-1, column (11).
[Issue: ADR-DSN/3]

GM1 ADR-DSN.D.315 Width of taxiway strips

intentionally left blank

CS ADR-DSN.D.320 Objects on taxiway strips

The taxiway strip should provide an area clear of objects which may endanger taxiing aeroplanes.

GM1 ADR-DSN.D.320 Objects on taxiway strips

(a) Consideration should be given to the location and design of drains on a taxiway strip to prevent
damage to an aeroplane accidentally running off a taxiway. Suitably designed drain covers may
be required.
(b) The detailed requirements for siting objects on taxiway strips are in CS ADR-DSN.T.915.
(c) Where open-air or covered storm water conveyances are installed, consideration should be
given in order to ensure that their structure does not extend above the surrounding ground so
as not to be considered an obstacle.
(d) Particular attention needs to be given to the design and maintenance of an open-air storm
water conveyance in order to prevent wildlife attraction, in particular birds. The open-air storm
water conveyance may be covered by a net, if required. Further guidance is given in ICAO
Doc 9137, Airport Services Manual, Part 3, Wildlife Control and Reduction.
(e) Guidance on the design of drain covers is given in ICAO Doc 9157, Aerodrome Design Manual,
Part 2, Taxiways, Aprons and Holding Bays.

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[Issue: ADR-DSN/4]

CS ADR-DSN.D.325 Grading of taxiway strips

(a) The safety objective of the grading of a taxiway strip is to reduce the risk of damage to an
aircraft accidentally running off the taxiway.
(b) The centre portion of a taxiway strip should provide a graded area to a distance from the centre
line of the taxiway of not less than that given by the following tabulation:
(1) 10.25 m where the OMGWS is up to but not including 4.5 m;
(2) 11 m where the OMGWS is 4.5 m up to but not including 6 m;
(3) 12.50 m where the OMGWS is 6 m up to but not including 9 m;
(4) 18.50 m where the OMGWS is 9 m up to but not including 15 m, where the code letter is
D;
(5) 19 m where the OMGWS is 9 m up to but not including 15 m, where the code letter is E;
(6) 22 m where the OMGWS is 9 m up to but not including 15 m, where the code letter is F.
[Issue: ADR-DSN/4]

GM1 ADR-DSN.D.325 Grading of taxiway strips

Further guidance on the width of the graded portion of a taxiway is given in ICAO Doc 9157,
Aerodrome Design Manual, Part 2, Taxiways, Aprons and Holding Bays.
[Issue: ADR-DSN/4]

CS ADR-DSN.D.330 Slopes on taxiway strips

(a) The safety objective of limiting the longitudinal taxiway strip slopes and slope changes and of
minimum sight distances values is to reduce the probability of damage to an aircraft
accidentally running off the taxiway and to enable safe use of these areas by rescue and
firefighting vehicles.
(b) The surface of the strip should be flush at the edge of the taxiway or shoulder if provided, and
the graded portion should not have an upward transverse slope exceeding:
(1) 2.5 % for strips where the code letter is C, D, E, or F; and
(2) 3 % for strips of taxiways where the code letter is A or B;
the upward slope being measured with reference to the transverse slope of the adjacent
taxiway surface and not the horizontal. The downward transverse slope should not exceed 5 %
measured with reference to the horizontal.
(c) The transverse slopes on any portion of a taxiway strip beyond that to be graded should not
exceed an upward or downward slope of 5 % as measured in the direction away from the
taxiway.

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 CS-ADR-DSN — Issue 6 CHAPTER D — TAXIWAYS

GM1 ADR-DSN.D.330 Slopes on taxiway strips

(a) Where required for proper drainage, an open-air storm water conveyance may be allowed in
the non-graded portion of a taxiway strip and should be placed as far as practicable from the
taxiway.
(b) The locations of open-air storm water conveyances within the non-graded portion of a taxiway
strip should be so designed to permit unobstructed access for rescue and firefighting services
(RFFS).
[Issue: ADR-DSN/4]

CS ADR-DSN.D.335 Holding bays, runway-holding positions,

intermediate holding positions, and road-holding positions
(a) Holding bay(s) or other bypasses of sufficient size and adequate construction should be
provided where necessary, to make deviations in the departure sequence possible.
(b) A runway-holding position or positions should be established:
(1) on the taxiway, if the location or alignment of the taxiway is such that a taxiing aircraft
or vehicle can infringe an obstacle limitation surface or ILS/MLS critical/sensitive area or
interfere with the operation of radio navigation aids;
(2) on the taxiway, at the intersection of a taxiway and a runway; and
(3) at an intersection of a runway with another runway when the former runway is part of a
standard taxi-route.
(c) An intermediate holding position should be established on a taxiway at any point other than a
runway-holding position where it is desirable to define a specific holding limit.
(d) An emergency access road should be equipped with road-holding positions at all intersections
with runways and taxiways.
(e) A road-holding position should be established at each intersection of a road with a runway.
[Issue: ADR-DSN/3]

GM1 ADR-DSN.D.335 Holding bays, runway-holding positions,

intermediate holding positions, and road-holding positions
(a) At low levels of aerodrome activity (less than approximately 50 000 annual operations), there
is normally little need to make deviations in the departure sequence. However, for higher
activity levels, aerodromes with single taxiways and no holding bays or other bypasses provide
aerodrome control units with no opportunity to change the sequence of departures once the
aircraft have left the apron. In particular, at aerodromes with large apron areas, it is often
difficult to arrange for aircraft to leave the apron in such a way that they should arrive at the
end of the runway in the sequence required by air traffic services units.
(b) The provision of an adequate number of holding bay spaces or other bypasses, based upon an
analysis of the current and near-term hourly aircraft departure demand, should allow a large
degree of flexibility in generating the departure sequence.

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 CS-ADR-DSN — Issue 6 CHAPTER D — TAXIWAYS

(c) The space required for a holding bay depends on the number of aircraft positions to be
provided, the size of the aircraft to be accommodated, and the frequency of their utilisation.
The dimensions should allow for sufficient space between aircraft to enable them to
manoeuvre independently.
(d) Emergency access roads are not intended for use for the functions of aerodrome service roads.
However, they should be provided by different access controls which should be clearly visible
for all service ground traffic.
(e) Further guidance is given in ICAO Doc 9157, Aerodrome Design Manual, Part 2, Taxiways,
Aprons and Holding Bays and ICAO Doc 4444, Procedures for Air Navigation Services — Air
Traffic Management.
[Issue: ADR-DSN/3]

CS ADR-DSN.D.340 Location of holding bays, runway-holding

positions, intermediate holding positions, and road-holding
positions
(a) The distance between a holding bay, runway-holding position established at a taxiway/runway
intersection or road-holding position and the centre line of a runway should be in accordance
with Table D-2 and such that a holding aircraft or vehicle should not interfere with the
operation of radio navigation aids or penetrate the inner transitional surface.
(b) At elevations greater than 700 m the distance of 90 m specified in Table D-2 for a precision
approach runway code number 4 should be increased as follows:
(1) up to an elevation of 2 000 m; 1 m for every 100 m in excess of 700 m;
(2) elevation in excess of 2 000 m and up to 4 000 m; 13 m plus 1.5 m for every 100 m in
excess of 2 000 m; and
(3) elevation in excess of 4 000 m and up to 5 000 m; 43 m plus 2 m for every 100 m in excess
of 4 000 m.
(c) The location of a runway-holding position established in accordance with CS ADR-DSN.D.335
should be such that a holding aircraft or vehicle will not infringe the obstacle-free zone,
approach surface, take-off climb surface or ILS/MLS critical/sensitive area or interfere with the
operation of radio navigation aids.
Code numberd
Type of runway
1 2 3 4
Non-instrument 30 m 40 m 75 m 75 m
Non-precision approach 40 m 40 m 75 m 75 m
Precision approach Category I 60 mb 60 mb 90 ma,b 90 ma,b,c
Precision approach Categories II and III — — 90 ma,b 90 ma,b,c
Take-off runway 30 m 40 m 75 m 75 m
a. If a holding bay, runway-holding position, or road-holding position is at a lower elevation
compared to the threshold, the distance may be decreased 5 m for every metre the bay or
holding position is lower than the threshold, contingent upon not infringing the inner
transitional surface.
b. This distance may need to be increased to avoid interference with radio navigation aids,
particularly the glide path and localiser facilities (see CS ADR-DSN.D.340).

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 CS-ADR-DSN — Issue 6 CHAPTER D — TAXIWAYS

Note 1: The distance of 90 m for code number 3 or 4 is based on an aircraft with a tail height of 20 m,
a distance from the nose to the highest part of the tail of 52.7 m and a nose height of 10 m holding at
an angle of 45° or more with respect to the runway centre line, being clear of the obstacle-free zone
and not accountable for the calculation of OCA/H.
Note 2: The distance of 60 m for code number 2 is based on an aircraft with a tail height of 8 m, a
distance from the nose to the highest part of the tail of 24.6 m and a nose height of 5.2 m holding at
an angle of 45° or more with respect to the runway centre line, being clear of the obstacle-free zone.
c. Where the code letter is F, this distance should be at least 100 m.
Note: The distance of 100 m for code number 4 where the code letter is F is based on an aircraft with
a tail height of 24 m, a distance from the nose to the highest part of the tail of 62.2 m and a nose
height of 10 m holding at an angle of 45° or more with respect to the runway centre line, being clear
of the obstacle-free zone.
d. Elevation of taxiway should be taken into account for possible increase of the distances
indicated in this table.
Table D-2. Minimum distance from the runway centre line to a holding bay, runway-holding position, or road-
holding position
[Issue: ADR-DSN/3]
[Issue: ADR-DSN/6]

GM1 ADR-DSN.D.340 Location of holding bays, runway-holding

positions, intermediate holding positions, and road-holding
positions
(a) Care should be taken so that propeller wash and jet blast from holding aircraft do not interfere
with aircraft operations, cause damage to vehicles, or injure people.

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 CS-ADR-DSN — Issue 6 CHAPTER D — TAXIWAYS

(b) Generally, when used to allow flexible departure sequencing, the most advantageous location
for a holding bay is adjacent to the taxiway serving the runway end. Other locations along the
taxiway are satisfactory for aircraft performing pre-flight checks or engine run-ups, or as a
holding point for aircraft awaiting departure clearance.
(c) An aircraft taxiing could endanger aircraft operations when the aircraft is too close to the
runway during take-off and landings. It is so advised to check if the aircraft taking off or landing
could be hinder. For this OLS and specially approach surfaces, take-off climb surfaces and OFZ
are the first aspects to consider. An aircraft taxiing could also endanger aircraft operations
when the aircraft location and orientation are so that the aircraft interfere with navigation aids.
It is specific to instrument runways and especially important for precision approach runways.
The non-penetration of critical/sensitive areas is the first check. The areas within which this
degradable interference of course or path signals are possible need to be defined and
recognised. For the purposes of developing protective zoning criteria for ILS, these areas are
critical areas and sensitive areas. The ILS critical area is an area of defined dimensions about
the localizer and glide path antennas where vehicles, including aircraft, are excluded during all
ILS operations. The critical area is protected, since the presence of vehicles and/or aircraft
inside the critical area boundaries would cause unacceptable disturbance to the ILS signal. The
ILS sensitive area is an area extending beyond the critical area where the parking and/or
movement of vehicles, including aircraft, is controlled to prevent the possibility of unacceptable
interference to the ILS signal during ILS operations.
(d) For all runways, it should be verified that the distance between a holding bay, runway-holding
position established at a taxiway/runway intersection or road-holding position and the centre
line of a runway is so that a holding aircraft or vehicle should not infringe the approach surface
and/or take-off climb surface.
(e) If the affected runway is used under precision approach procedures, it should be also verified
that the distance between a holding bay, runway-holding position established at a
taxiway/runway intersection or road-holding position and the centre line of a runway is so that
a holding aircraft or vehicle should not infringe the obstacle-free zone and the critical/sensitive
areas of precision approach navigation aids (e.g. ILS/MLS).
(f) If a holding bay, runway-holding position or road-holding position for a precision approach
runway code number 4 is at a greater elevation compared to the threshold, the distance
specified in Table D-2 could be further increased 5 m for every metre the bay or position is
higher than the threshold.
(g) An aircraft taxiing could also endanger aircraft operation when the aircraft is too close to other
taxiing aircraft. For this, separation distances or margins between taxiing aircraft or taxiways
should be considered.
(h) In radiotelephony phraseologies, the expression ‘holding point’ is used to designate the
runway-holding position.
(i) Further guidance is given in ICAO Doc 9157, Aerodrome Design Manual, Part 2, Taxiways,
Aprons and Holding Bays.
[Issue: ADR-DSN/3]
[Issue: ADR-DSN/6]

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 CS-ADR-DSN — Issue 6 CHAPTER E — APRONS

CHAPTER E — APRONS
CS ADR-DSN.E.345 General
Aprons should be provided to permit the safe loading and off-loading of passengers, cargo, or mail as
well as the servicing of aircraft without interfering with the aerodrome traffic.

GM1 ADR-DSN.E.345 General

intentionally left blank

CS ADR-DSN.E.350 Size of aprons

intentionally left blank

GM1 ADR-DSN.E.350 Size of aprons

(a) The total apron area should be adequate to permit safe and expeditious handling of aerodrome
traffic at its maximum anticipated density.
(b) The amount of area required for a particular apron layout depends upon the following factors:
(1) the size and manoeuvrability characteristics of the aircraft using the apron;
(2) the volume of traffic using the apron;
(3) clearance requirements;
(4) type of ingress and egress to the aircraft stand;
(5) basic terminal layout or other aerodrome use;
(6) aircraft ground activity requirements; and
(7) taxiways and apron service roads.
(c) Passenger aircraft services that are carried out during the time the aircraft is parked in a stand
position include: galley; toilet and potable water service; baggage handling; fuelling; provision
of air conditioning, oxygen, electrical power supply and starting air; and aircraft towing. Most
of these functions have a vehicle and/or equipment associated with them, or have some type
of fixed installation established to conduct these services. Further guidance is given in ICAO
Doc 9157, Aerodrome Design Manual, Part 2, Taxiways, Aprons and Holding Bays, paragraph
3.4.6.
(d) Consideration should be given to providing sufficient area on the starboard side of the aircraft
to support the level of activity that take place in the turnaround operation. Further guidance is
given in ICAO Doc 9157, Aerodrome Design Manual, Part 2, Taxiways, Aprons and Holding Bays,
paragraph 3.4.6.
[Issue: ADR-DSN/3]

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 CS-ADR-DSN — Issue 6 CHAPTER E — APRONS

CS ADR-DSN.E.355 Strength of aprons

Each part of an apron should be capable of withstanding the traffic of the aircraft it is intended to
serve, due consideration being given to the fact that some portions of the apron should be subjected
to a higher density of traffic and, as a result of slow moving or stationary aircraft, to higher stresses
than a runway.

GM1 ADR-DSN.E.355 Strength of aprons

(a) Apron pavement protection against fuel: On aircraft stands, pavement surface in bituminous
concrete and joints between concrete slabs should be protected from fuel effects.
(b) Fuel on bituminous concrete provokes a disintegration of the concrete which becomes a kind
of dark powder. On aircraft stands, it is not rare to have fuel on the pavement surface, due to
leakage from aircraft or refuelling devices or due to a wrong move during refuelling. Therefore,
if the aircraft stand pavement is in bituminous concrete, a specific protection is considered.
Such protection is:
(1) a surface protection consisting in an overlay with a material inert against fuel; or
(2) a product incorporated in the mass of the bituminous concrete during its fabrication,
protecting aggregates and binder.
(c) The first solution has the disadvantages to be fragile against stamping effects due to aircraft at
the stand but is very useful for existing pavement protection.
(d) Taking into account the stamping due to aircraft at stands and the weakness of bituminous
concrete against fuel, the aircraft stand pavements are often in cement concrete, which offers
a much better resistance to stamping and to fuel. Nevertheless, joints between cement
concrete slabs could be also damaged by fuel. According to the location of such joints regarding
aircraft location and refuelling devices location, it is preferable to manufacture such joints in a
material resistant to the fuel.
(e) The method for reporting the bearing strength of the pavement is available in Part-ADR.OPS of
Regulation (EU) No 139/2014.
(f) Additional information on the bearing strength, the design and evaluation of pavements is
given in ICAO Doc 9157, Aerodrome Design Manual, Part 3, Pavements.
[Issue: ADR-DSN/6]

CS ADR-DSN.E.360 Slopes on aprons

(a) Slopes on an apron, including those on an aircraft stand taxilane, should be sufficient to prevent
accumulation of water on the surface of the apron but should be kept to the minimum required
to facilitate effective drainage.
(b) On an aircraft stand the maximum slope should not exceed 1 % in any direction.
[Issue: ADR-DSN/3]

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 CS-ADR-DSN — Issue 6 CHAPTER E — APRONS

GM1 ADR-DSN.E.360 Slopes on aprons

(a) The design of slopes should direct spilled fuel away from building and apron service areas.
Where such slopes are unavoidable, special measures should be taken to reduce the fire hazard
resulting from fuel spillage.
(b) Slopes on apron have the same purpose as other pavement slopes, meaning to prevent the
accumulation of water (or possible fluid contaminant) on the surface and to facilitate rapid
drainage of surface water (or possible fluid contaminant). Nevertheless, the design of the
apron, especially for the parts containing aircraft stands, should specifically take into account
the impact of the slopes on the aircraft during its braking at the stand and during its start for
departure (with push-back or with its own engines). The aims are, on the one hand, to avoid
that an aircraft passes its stop point and goes on the apron service road or to the closest
building and on the other hand, to save fuel and optimise the manoeuvrability of the aircraft
or of the push-back device.
(c) Where the slope limitation of 1 % on the stands cannot be achieved, the slope should be kept
as shallow as possible and should be such that the operation of the aircraft and vehicles is not
compromised.
[Issue: ADR-DSN/3]
[Issue: ADR-DSN/6]

CS ADR-DSN.E.365 Clearance distances on aircraft stands

(a) The safety objective of clearance distances on aircraft stands is to provide safe separation
between an aircraft using the stand and any adjacent building, aircraft on another stand and
other objects.
(b) An aircraft stand should provide the following minimum clearances between an aircraft
entering or exiting the stand and any adjacent building, aircraft on another stand and other
objects:
Code Letter Clearance
A 3m
B 3m
C 4.5 m
D 7.5 m
E 7.5 m
F 7.5 m

(c) The minimum clearance distance for code letters D, E and F can be reduced:
(1) for height limited objects,
(2) if the stand is restricted for aircraft with specific characteristics,
(3) in the following locations (for aircraft using a taxi-in, push-back procedure only):
(i) between the terminal (including passenger loading bridges) and the nose of an
aircraft; and
(ii) over a portion of the stand provided with azimuth guidance by a visual docking
guidance system.
[Issue: ADR-DSN/3]

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 CS-ADR-DSN — Issue 6 CHAPTER E — APRONS

GM1 ADR-DSN.E.365 Clearance distances on aircraft stands

(a) Reduced separation at the gate is possible where azimuth guidance by a visual docking
guidance system is provided, in combination with additional mitigation measures, such as:
(1) good condition of marking and signage;
(2) maintenance of visual docking systems.
(b) On aircraft stands, where reduced clearance distances are applied:
(1) Guidance by a visual docking guidance system should be provided.
(2) All objects for which reduced clearances apply should be properly marked or lighted (see
Chapter Q Visual Aids for Denoting Obstacles).
(3) Aircraft stands where reduced clearance distances apply should be identified and the
information published in the AIP.
(4) For code letters D, E or F, an aircraft stand equipped with a visual docking guidance
system the minimum clearance of 4.5 metres may be applied between an aircraft
entering or exiting the stand and any adjacent building, aircraft on another stand or other
objects.
(5) For code letter C an aircraft stand equipped with a visual docking guidance system the
minimum clearance of 3 metres may be applied between an aircraft entering or exiting
the stand and any adjacent building, aircraft on another stand or other objects if a safety
assessment indicates that such reduction would not affect the safety of operations of
aircraft.
(c) Any aircraft passing behind an aircraft parked on an aircraft stand should keep the required
clearance distances defined in Table D-1.
[Issue: ADR-DSN/3]
[Issue: ADR-DSN/4]

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 CS-ADR-DSN — Issue 6 CHAPTER F — ISOLATED AIRCRAFT PARKING
POSITION

CHAPTER F — ISOLATED AIRCRAFT PARKING POSITION

CS ADR-DSN.F.370 Isolated aircraft parking position
(a) The safety objective of the isolated aircraft parking position is to provide safe separation
between aircraft that need isolation and other aerodrome activities.
(b) General
An isolated aircraft parking position should be designated by the aerodrome operator for
parking of aircraft that needs isolation from normal aerodrome activities.
(c) Location
The isolated aircraft parking position should be located at the maximum distance practicable
and in any case never less than 100 m from other parking positions, buildings, or public areas,
etc.

GM1 ADR-DSN.F.370 Isolated aircraft parking position

Care should be taken to ensure that the position is not located over underground utilities, such as gas
and aviation fuel and, to the extent feasible, electrical or communication cables. The aerodrome
control tower should be advised of an area or areas suitable for the parking of an aircraft.

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