CS ADR-DSN.R.855 Closed runways and taxiways, or parts thereof
ED Decision 2021/004/R
(a) Applicability:
A closed marking should be displayed on a runway, or taxiway, or portion thereof which is permanently closed to the use of all aircraft.
(b) Location of closed markings: On a runway, a closed marking should be placed at each end of the runway, or portion thereof, declared closed, and additional markings should be so placed that the maximum interval between markings does not exceed 300 m. On a taxiway a closed marking should be placed at least at each end of the taxiway or portion thereof closed.
(c) Characteristics of closed markings: The closed marking should be of the form and proportions as detailed in Figure R-1, Illustration (a), when displayed on a runway, and should be of the form and proportions as detailed in Figure R-1, Illustration (b), when displayed on a taxiway. The marking should be white when displayed on a runway and should be yellow when displayed on a taxiway.
(d) When a runway, or taxiway, or portion thereof is permanently closed, all normal runway and taxiway markings should be physically removed.
(e) In addition to closed markings, when the runway, or taxiway, or portion thereof closed is intercepted by a usable runway or taxiway which is used at night, unserviceability lights should be placed across the entrance to the closed area at intervals not exceeding 3 m (see
CS ADR-DSN.R.870(c)(2)).
Figure R-1. Runway and taxiway closed markings
[Issue: ADR-DSN/3]
[Issue: ADR-DSN/5]
GM1 ADR-DSN.R.855 Closed runways and taxiways, or parts thereof
ED Decision 2021/004/R
Information regarding the physical removal of runway and taxiway markings is contained in AMC1 ADR.OPS.C.015(d) and GM1 ADR.OPS.C.015(d).
[Issue: ADR-DSN/5]
CS ADR-DSN.R.860 Non-load-bearing surfaces
ED Decision 2016/027/R
(a) Shoulders for taxiways, runway turn pads, holding bays and aprons, and other non-load-bearing surfaces which cannot readily be distinguished from load-bearing surfaces and which, if used by aircraft, might result in damage to the aircraft, should have the boundary between such areas and the load-bearing surface marked by a taxi side stripe marking.
(b) A taxi side stripe marking should consist of a pair of solid lines, each 15 cm wide and spaced 15 cm apart, and the same colour as the taxiway centre line marking.
[Issue: ADR-DSN/3]
GM1 ADR-DSN.R.860 Non-load-bearing surfaces
ED Decision 2016/027/R
(a) A taxi side stripe marking could also be placed along the edge of the load-bearing pavement to emphasise the location of the taxiway edge, with the outer edge of the marking approximately on the edge of the load-bearing pavement.
(b) At intersections of taxiways and on other areas where, due to turning, the possibility for confusion between the side stripe markings and centre line markings may exist, or where the pilot may not be sure on which side of the edge marking the non-load bearing pavement is, the additional provision of transverse stripes on the non-load bearing surface has been found to be of assistance.
(c) As shown in Figure GM-R-1, the transverse stripes should be placed perpendicular to the side stripe marking.
(d) On curves, a stripe should be placed at each point of tangency of the curve and at intermediate points along the curve so that the interval between stripes does not exceed 15 m. If deemed desirable to place transverse stripes on small straight sections, the spacing should not exceed 30 m.
(e) The width of the marks should be 0.9 m, and they should extend to within 1.5 m of the outside edge of the stabilised paving or be 7.5 m long whichever is shorter. The colour of the transverse stripes should be the same as that of the edge stripes, i.e. yellow.
Figure GM-R-1. Marking of non-load bearing paved taxiway surface
More guidance on providing additional transverse stripes at an intersection or a small area on the apron is given in ICAO Doc 9157, Aerodrome Design Manual, Part 4, Visual Aids.
[Issue: ADR-DSN/3]
CS ADR-DSN.R.865 Pre-threshold area
ED Decision 2014/013/R
(a) Applicability of Pre-threshold area: When the surface before a threshold is paved and exceeds 60 m in length, and is not suitable for normal use by aircraft, the entire length before the threshold should be marked with a chevron marking.
(b) Location: A chevron marking should point in the direction of the runway and be placed as shown in Figure R-2.
(c) Characteristics: A chevron marking should be of conspicuous colour and contrast with the colour used for the runway markings; it should preferably be yellow and should have an overall width of at least 0.9 m.
Figure R-2. Pre-threshold area marking
GM1 ADR-DSN.R.865 Pre-threshold area
ED Decision 2014/013/R
For pre-threshold areas shorter than 60 m, markings may be modified or reduced in size so as to present the correct picture to aircrew.
CS ADR-DSN.R.870 Unserviceable areas
ED Decision 2014/013/R
(a) Applicability of unserviceability markers and lights:
Unserviceability markers should be displayed wherever any portion of a taxiway, apron, or holding bay is declared unfit for the movement of aircraft but it is still possible for aircraft to bypass the area safely. On a movement area used at night, unserviceability lights should be used.
(b) Location: Unserviceability markers and lights should be placed at intervals sufficiently close so as to delineate the unserviceable area.
(c) Characteristics:
(1) Unserviceability markers should consist of conspicuous upstanding devices such as flags, cones, or marker boards.
(2) An unserviceability light should consist of a red fixed light. The light should have intensity sufficient to ensure conspicuity considering the intensity of the adjacent lights and the general level of illumination against which it would normally be viewed. In no case should the intensity be less than 10 cd of red light.
(3) An unserviceability cone should be at least 0.5 m in height and red, orange, or yellow, or any one of these colours in combination with white.
(4) An unserviceability flag should be at least 0.5 m square and red, orange, or yellow, or any one of these colours in combination with white.
(5) An unserviceability marker board should be at least 0.5 m in height and 0.9 m in length, with alternate red and white, or orange and white vertical stripes.
GM1 ADR-DSN.R.870 Unserviceable areas
ED Decision 2014/013/R
(a) Unserviceability markers and lights are used for such purposes as warning pilots of a hole in a taxiway, or apron pavement, or outlining a portion of pavement, such as on an apron, that is under repair. They are not suitable for use when a portion of a runway becomes unserviceable, nor on a taxiway when a major portion of the width becomes unserviceable. In such instances, the runway or taxiway is normally closed.
(b) The spacing required for marking and lights should take into account visibility conditions, geometric configurations of the area, potential height differences of terrain so that the limits of unserviceable area is readily visible to pilot.
(c) Where a temporarily unserviceable area exists, it may be marked with fixed-red lights. These lights mark the most potentially dangerous extremities of the area.
(d) A minimum of four such lights may be used, except where the area is triangular in shape, in which case a minimum of three lights may be used.
(e) The number of lights may be increased when the area is large or of unusual configuration. At least one light should be installed for each 7.5 m of peripheral distance of the area.
(f) If the lights are directional, they should be orientated so that as far as possible, their beams are aligned in the direction from which aircraft or vehicles should approach.
(g) Where aircraft or vehicles should normally approach from several directions, consideration should be given to adding extra lights or using omnidirectional lights to show the area from these directions.
(h) Unserviceable area lights should be frangible. Their height should be sufficiently low to preserve clearance for propellers and for engine pods of jet aircraft.