apron markings & signs handbook - published 2001

37

B 7 3 7S T O P

B 7 4 7S T O P

APRON

MARKINGS &SIGNS

HANDBOOKFirst Edition 2001

AIRPORTSCOUNCILINTERNATIONAL

INTERNATIONALAIR TRANSPORTASSOCIATIONACI

APRON

MARKINGS &SIGNS

HANDBOOKFirst Edition 2001

AIRPORTSCOUNCILINTERNATIONAL

INTERNATIONALAIR TRANSPORTASSOCIATIONACI

Apron Marking & Signs HandbookISBN 92-9171-137-3©2001 Airports Council International andInternational Air Transport Association.All rights reservedMontreal-Geneva

Notice

DISCLAIMER. The information contained in thispublication is subject to constant review in thelight of changing requirements and regulations.No subscriber or other reader should act on thebasis of any such information without referringto applicable laws and regulations and/or with-out taking appropriate professional advice.Although every effort has been made to ensureaccuracy, Airports Council International (ACI)and the International Air Transport Association(IATA) shall not be held responsible for loss ordamage caused by errors, omissions, misprintsor misinterpretation of the contents hereof.Furthermore the Airports Council Internationaland the International Air Transport Associationexpressly disclaim all and any liability to anyperson, whether a purchaser of this publicationor not, in respect of anything done or omitted,and the consequences of anything done oromitted, by any such person in reliance on thecontents of this publication.

No part of the Apron Marking and SignsHandbook may be reproduced, recast, refor-matted or transmitted in any form by any means,electronic or mechanical, including photocopy-ing, recording or any information storage andretrieval system, without prior written permis-sion from:

Director, Technical/SafetyAirports Council International

P.O. Box 161215 Geneva 15 - Airport

Switzerland

Director Passenger ServicesInternational Air Transport Association

P.O. Box 4161215 Geneva 15 - Airport

Switzerland

Copies of this publication are available from:Publications Department

Airports Council InternationalP.O. Box 16

1215 Geneva 15 AirportSwitzerland

Tel. +41 22 717 8585Fax. +41 22 717 8888

Email: aci@airports.org

CONTENTS

INTRODUCTION 5

RECOMMENDED COLOURS 6 - 7

APRON MARKINGS AND SIGNS 9

Stand lead-in line 10 - 11

Taxi side stripe markings and apron edge lines 12 - 13

Stand identification Option 1 14 - 15

Option 2 16 - 17

Option 3 18 - 19

Basic aircraft stop line 20 - 21

Multiple aircraft stop line 22 - 23

Basic marshaller/towing stop line 24 - 25

Multiple marshaller/towing stop line 26 - 27

Stand safety line 28 - 29

Tractor push-back line and push-back limit line 30 - 31

Power out turn bar and alignment line 32 - 33

Equipment parking line 34 - 35

No parking area 36 - 37

Airbridge wheel position 38 - 39

Underground services including fuel hydrant markings 40 - 41

Service road and centre line 42 - 43

Pedestrian crossing 44 - 45

Service road running alongside an aircraft stand 46 - 47

Service road running alongside a vehicle limit line 48 - 49

Taxiway crossing sign/marking 50 - 51

Typical apron signage 52 - 53

Typical service road signage 54

Typical emergency signs 55

FOD bin marking 56

Example of an apron layout (showing use of markings and signs) 58 - 59

3

5

INTRODUCTION

This handbook presents a series of apron markings and signs, based on a study of current best practice. These markings and signs were devised by representatives of anumber of airport operators, airlines and other organisations, meeting under the auspices of ACI and IATA.

ACI and IATA recommend this handbook to airport operators to foster uniformity of markings and signs. Greater uniformity should in turn improve recognitionof hazards and increase the reliability and safety of aircraft and vehicle traffic on aprons.This document is intended to complement the ACI Apron Safety Handbook (2nd Edition,1996), updating chapter 3 of that document, and ICAO Annex 14, Volume 1 (3rd edition1999), sections 5.2.12 and 5.2.13.

The proposals in this handbook have been submitted to the International Civil AviationOrganization (ICAO) with a view to their inclusion in future amendments to ICAOAnnex 14 and the related manuals.

A small working group composed of representatives from ACI, IATA and other organisations will continue to review these markings and signs and add new ones asrequired.

ACI and IATA would like to recognise the significant contributions of Trevor Jones, AniKetch and Peter Snelling of the former Federal Airports Corporation (FAC), Australia inthe initial preparation of this document. In addition, ACI and IATA are grateful for thefinancial support provided by the FAC in the preparation of drafts of this document,over an extended period.

This handbook represents the first step in a process which must also include promoting awareness of apron markings and signs and enhancing the training of personnel using apron areas, including awareness of potential hazards. It is intended forthe use of:- planners of apron areas;- all staff working on aprons;- pilots;- air traffic controllers; and - apron controllers.

We commend this handbook.

Airports Council International International Air Transport Association

6

RECOMMENDED COLOURS

The proposed colour coding of apron markings is shown opposite. The rationale for theuse of yellow (in particular) conforms to paragraph 5.2.1.5 of ICAO Annex 14, Volume 1,which specifies that taxiway markings and aircraft stand markings shall be yellow.However ICAO has no standards for colours of apron safety lines and roadways, as yet.

Yellow Yellow lines are universally accepted for the regulation, control and movement of aircraft (see ICAO Annex 14, paragraph 5.2.1.5).

Double Yellow Double yellow lines are normally used for taxi side stripe markings,delineating the boundary between full and low strengthpavement (including a pavement edge). These may be used on either taxiways or aprons.

White White lines relate to the regulation, control and movement of vehicles, asopposed to the regulation, control and movement of aircraft.

Double White Double white lines indicate that a vehicle should not cross unless circumstances require and it is safe to do so. This marking follows com-mon international practice for roads, and is especially used to mark theside of service roads which adjoin a taxiway or taxilane.

Red Red is universally seen as a colour representing danger. In this context,it is appropriate within the aviation industry to continue this practice. It isespecially used for aircraft stand safety lines, which must never becrossed while an aircraft is manoeuvring into or out of a stand.

To increase their visibility at night and in low visibility conditions, and where necessary because of the colour of the pavement, the markings may have a border oneither side in a contrasting colour, as follows:

1) Yellow or white markings may have a black border on light coloured pave-ment (e.g. concrete).

2) Red markings may have a white border, on dark coloured pavement (e.g.bitumen).

All markings in this book may be used witha contrasting border, if required.

7

RECOMMENDED COLOURS

APRON MARKINGS & SIGNS

10

Taxiway centre line markings are clearly defined in ICAO Annex 14, Volume 1 (third edi-tion, 1999) section 5.2.8. Stand lead-in lines are effectively a continuation of taxiwaycentre lines, and should have the same width. Their function is to allow an aircraft to taxiunder its own power or to be towed whilst maintaining the necessary clearances fromobstacles. It is recommended that a contrasting colour (black) be used when taxiway orstand centre lines are painted on concrete.

The minimum acceptable width specified by ICAO for a stand lead-in line is 15cm (seeICAO Annex 14, Volume 1, paragraph 5.2.8.7), but ACI and IATA recommend a 20cmminimum width, in order to give increased visibility, as shown on the facing page.

Stand lead-in line

11

ON BITUMEN ON CONCRETE

20cm 10cm 20 10cm

Stand lead-in line

Note: all diagrams in this handbook may be used with a contrasting border, if required(as shown above).

12

Taxi side stripe markings and apron edge lines are used to delineate the boundary ofa taxiway or apron area where the edge of the full strength pavement cannot be easilydiscerned, or when a low strength shoulder adjoins the full strength pavement.

Taxi side stripe markings andapron edge lines

13

Taxi side stripe markings andapron edge lines

14

This is the preferred option for a stand identification marking. This marking assists thepilot of an approaching aircraft to identify the appropriate stand position, prior to initiating the turn. ACI and IATA believe that placing the identifiers adjacent to the line isan enhancement of the current ICAO recommendation in ICAO Annex 14, Volume 1,paragraph 5.2.12.4, which increases the visibility of the stand number to the pilot in theapproaching aircraft.

A stand identification marking is an information marking replacing a direction ordestination sign. Following ICAO standards for the manoeuvring area, a marking ofthis nature should be in black on a yellow background (see Annex 14, Volume 1, para-graph 5.2.16.4). Regarding the size of the characters, paragraph 5.2.16.6 recommendsa height of 4m on the manoeuvring area. The form of the characters is shown inAppendix 3 to Annex 14, Volume 1. ACI would support a study of character sizesrequired for optimum pilot visibility of such markings from the cockpit of aircraft ofvarying sizes, and at typical taxying speeds in the vicinity of aprons.

Stand identification - Option 1

15

Stand identification - Option 1

(suggested dimensions)(not to scale)

16

This marking is a variant of the preferred option, for use when aircraft approach from asingle direction.

Stand identification - Option 2

17

Stand identification - Option 2

(not to scale)

18

This marking is similar to those illustrated in the ICAO Aerodrome Design Manual,Part 4 - Visual Aids (3rd edition, 1993), section 2.3 (Apron Markings), with the standnumber displayed on the lead-in line. ACI does not believe that “cockpit over centre line”markings are generally necessary for manoeuvring on to aircraft stands, as pilots arevery experienced at the low speed manoeuvres necessary to align an aircraft with thestand centre line.

Stand identification - Option 3

19

Stand identification - Option 3

(not to scale)

20

This marking should be used where an aircraft is positioned on a stand withoutmarshalling, where the transverse bar indicates the cockpit stop position. Themarking should be suitable for the critical aircraft (usually the largest aircraft) whichwill use the stand. The same markings are used on either a power through position ora power in, push out position. The dimension X shown is believed sufficient to ensurevisibility by the pilot in command.

Basic aircraft stop line

21

Basic aircraft stop line

22

These markings should be used where an aircraft is positioned without a marshaller, butin association with an airbridge, or where fuel hydrant positions are critical, so that different cockpit stop positions are necessary for the different aircraft types to be accommodated. The dimensions of the markings are as shown on the preceding page,including the dimension labelled X, which varies according to the maximum aircraft sizeto be accommodated.

Some airport operators may prefer to mark each of the different stop positions with aletter or a number (e.g. A, B or 1, 2), rather than an aircraft type. In this case, the control tower would inform the pilot which stop line should be used.

The word STOP shown in the illustration above and on the facing page may be regardedas optional, and would be omitted where the markings for different aircraft sizes would betoo close together.

These markings may be supplemented by some form of Visual Docking GuidanceSystem for the use of pilots. This handbook does not set out to provide information onsuch systems.

Multiple aircraft stop line

23

Multiple aircraft stop line

X

24

The marking opposite should be used where an aircraft, either under power or tow, ispositioned on stand by a marshaller. The transverse bar indicates the nose wheel stopposition to the marshaller. The same marking is used on either a power through positionor a power in, push out position. The design of the marking is dependent on the criticalaircraft for the stand

Basic marshaller/towing stop line

25

Basic marshaller/towing stop line

26

The markings opposite should be used where an aircraft, either under power or tow, ispositioned by a marshaller, but in association with an airbridge or where fuel hydrantpositions are critical, so that different nose wheel stop positions are needed for the different aircraft types to be accommodated. The dimensions of the markings should besufficient to be readily visible to the marshaller or tug driver. Characters should be aminimum of 50cm high, it is suggested. The number and position of the markings aredetermined by the number and type of aircraft using the stand.

Some airport operators may prefer to mark each of the different stop positions with a letter or a number, rather than an aircraft type. In this case the marshaller should beinformed as to which stop position should be used.

Multiple marshaller/towing stop line

27

1m

Multiple marshaller/towing stop line

50cm

28

This line depicts the area that must remain free of staff, vehicles and equipment whenan aircraft is taxiing (or being towed) into position or has started engines in preparationfor departure. Once all engines have been shut down and the area is safe, vehicles maythen cross the line to service the aircraft.

ICAO Annex 14 paragraph 5.2.13.4 recommends that the minimum acceptable width ofa stand safety line is 10cm, but ACI and IATA recommend a 20cm minimum width.

The size of this area depends on the type of aircraft using the stand position. The areashould be dimensioned to allow for a safety zone around jet engine intakes which mustbe kept free to avoid suction dangers. Aircraft manufacturers give guidance on safetyzones required around engines operating at ground idle. A similar safety zone shouldalso be taken into account on stands used by propellor-driven aircraft.

Stand safety line

29

Stand safety line

30

This line marking is for the use of a tractor (tug) driver when pushing back an aircraftfrom a stand. It may be used to ensure sufficient obstacle clearance, on stands whereclearances around manoeuvring aircraft are restricted.

A transverse bar indicates the position where the aircraft (nose wheel) is to be stopped,prior to being disconnected from the tractor (tug). A width of 10 cm is consideredsufficient to be visible to tractor drivers; greater width may prove distracting to pilots.

The white colour used, and the broken line, should avoid confusion with markings foraircraft. Note: the black border shown is only required on light-coloured pavement.

Tractor push-back line and push-back limit line

31

Tractor push-back line and push-back limit line

32

The turn bar is used to advise the pilot of the position where the aircraft should commence turning when it leaves the stand. The alignment line allows the pilot of awidebody aircraft to align the aircraft on the centre line prior to bringing the aircraft to astop or when the aircraft is under power, prior to leaving the stand.

Power out turn bar and alignment line

33

Power out turn bar and alignment line

34

This marking is used to delineate the area within which vehicles and equipment can parkfreely without infringing any stand areas or taxiways, including taxiway stripsurfaces. The shape is purely indicative.

Equipment parking line

35

Equipment parking line

36

A no parking area for vehicles is indicated by red hatchings as shown opposite. Onceagain the shape shown is purely indicative.

No parking area

37

No parking area

38

The area under an airbridge has to be kept free of vehicles and equipment to ensure thesafe operation of the airbridge. Wheel positions are recommended for the airbridge itself,using either a square or circle, to locate the airbridge in a position that allows aircraft toenter the stand.

Airbridge wheel position

39

Airbridge wheel position

40

This marking is indicative of the markings recommended for use with all undergroundservices. The size and shape of the marking depends on the size of the service opening. Clearly marked reflective warning flags should also be placed adjacent to anopen and/or lifted underground service. Any above-ground projection, such as a lift-uphydrant connection system or cover, should preferably be painted red.

Markings used for fuel hydrants may include the word “FUEL” painted in white on thecover of the opening.

Underground services includingfuel hydrant markings

41

Underground services includingfuel hydrant markings

42

Each lane of a service road should be of the minimum width to accommodate the widestequipment in use at that location e.g. emergency vehicles or ground support equipment.It is important to mark roads on apron areas, to keep vehicle traffic clear of aircraft, taxi-ways and to minimise the risk of vehicle-to-vehicle accidents.

The side of the road on which vehicles drive and the dimensions of markings shouldconform to national highway traffic regulations.

Service road and centre line

43

Service road and centre line

minimum minimum

44

White is the suggested colour for a pedestrian crossing, although colour and designshould conform to the standard usage on roads outside the airport environment.

The dimensions on the facing page are indicative only.

Pedestrian crossing

45

Pedestrian crossing

46

This diagram shows that when markings are located alongside other markings, bothindividual markings should still be shown in full.

Service road running alongside anaircraft stand

47

Service road running alongside anaircraft stand

48

Where a service road is also the limit of vehicle activity on an apron, this should beshown with a double white line. This indicates DO NOT CROSS. The reason for the limitation may be varied, although the most common limitation is to provide adequateclearance for adjacent taxiing aircraft.

Service road running alongside a vehicle limit line

49

Service road running alongside a vehicle limit line

50

The drawing opposite shows the recommended marking where a service road crossesa taxiway or aircraft stand taxilane. A separate sign may indicate that vehicles are onlyrequired to stop IF an aircraft is in movement on the taxiway.

The vehicle stop line (double white line) should be located at a safe distance from thetaxiway centre line, according to the wingspan of the largest category of aircraft usingthe taxiway (see ICAO Annex 14, Volume 1, table 3.1). For example, for a code E aircraft(wingspan up to 65 meters) ICAO recommends a 23 meters taxiway width, i.e. centreline to edge distance of 11.5 meters, whereas the recommended centre-line to objectdistance for this code of aircraft is 47.5 meters. It will be noted that the diagram facingis not to scale.

Taxiway crossing sign/marking

51

Taxiway crossing sign/marking

(not to scale)

52

Road signage and/or road markings should follow the applicable road traffic regulationsin each country. A series of typical signs appear on the following pages.

Jet blast

It is recommended that jet blast signs or painted markings on the ground should beplaced at appropriate locations such as on service roads.

Noise hazard

It is recommended that noise hazard signs should be placed at appropriate locationssuch as staff doors to apron areas, building walls, etc.

Road traffic signageSignage on airport service roads should be in accordance with national road trafficregulations. Typical examples are shown on the following pages.

Typical apron signage

53

Typical apron signage

Jet blast sign/marking

Noise hazard area

54

Typical service road signage

No smoking

Pedestrians ahead No entry

Max speed

Max Vehicle height Mandatory turn

55

(this is typical of the signage and system used where fuelshut-off points are provided on an apron)

Typical emergency signs

56

FOD bin marking(to be placed on or near aircraft stand)

Safety on the apron does not end with signs and markings. Foreign Object Damage(FOD) is an ever present hazard to aircraft. Appropriately marked bins, as depicted, canassist in reducing this hazard by reminding staff of their obligation to collect and disposeof FOD correctly. They should be placed on or near each aircraft stand.

F.O.D.

INTENTIONALLY LEFT BLANK

58

The diagram on the following page shows the use of some of the markings specified inthis handbook in the context of the entire apron area. It may assist in the design ofsuitable marking schemes at specific airports.

Example of an apron layout(showing use of markings)

59

Example of an apron layout(not to scale)

INTENTIONALLY LEFT BLANK