Design of a Taxiway connecting runway and parallel taxiway

The following principles are adopted for a design of a Taxiway:

1. Slightly widened entrance of 30mt gradually tapering to the normal width
of taxiway is preferred. The widened entrance gives to the pilot more
latitude in using the exit taxiway.
2. Total angle of turn of 30
0
to 45
0
can be negotiated satisfactorily. The smaller
angle is preferred because length of the curved path is reduced.
3. Turning radius of the main curve is determined by
R
2
=V
2
/125f
4. The larger radii curve(R
1
) at the entrance is given by:
Speed (Kmph) Radius (mt)
65 517
80 731
95 941
5. Length of the larger radius curve is

L
1
= V
3
/ (45.5CR
2
)



Where C=0.39
6. The stopping distance

S.D. = V
2
/(25.5d)
Where dis deceleration in mt/sec
2
and assumed as 1mt/sec
2
.

The Stopping distance is measured from the edge of the runway pavement
along the exit taxiway.

Runway configuration
The capacity of the airport depends upon the runway configuration which in turn
depends upon the volume of air traffic, direction, duration and intensity of wind.
The following are the basic runway pattern:




1. Single runway: It is most simplest pattern of runway and adopted
when wind blows in one direction for most of the time in a year and air
traffic requirements does not exceeds the such pattern. In VFR
conditions it can provide maximum of 45 to 60 operations per hour. In
IFR conditions it can handle 20 to 40 operations per hour.


2. Parallel runway: The capacity of this pattern depends upon the lateral
spacing between the two runways, weather conditions and the
navigational aids available at the airport. In IFR conditions the spacing


may be classified as:
a) Close spacing: The spacing varies from 210mt to 750mt and can
handle 50 to 60 operations per hour.
b) Intermediate spacing: The spacing varies from 750mt to 1300mt and
can handle 60 to 75 operations per hour. An arrival of one runway is
independent of departure in the other runway.
c) Far spacing: The spacing varies from 1300mt to 2250mt and can
handle 100 to 125 operations per hour. The two runways can be
operated independently for both arrival and departure.
If the terminal building is placed between two parallel runaways, the
taxiway distances to and from the terminal is reduced. This can also
be reduced if one runway is used for landing and other for takeoff.

3. Intersecting runway:When two runways intersect each other it is
called intersecting runway and is adopted when wind in a particular
direction does not provide 95% of the wind coverage. The cross wind
component on each will decide whether the runway can be used for
simultaneous operations of landing and takeoff. The capacity of the
intersecting runway depends upon the extent of the intersection. The
highest capacity achieved when the intersection is close to the takeoff
end.

4. Divergent or open V-runways: The runways divert without
intersecting each other. Like intersecting runaways the runway can be
used for both operations of landing and takeoff.

Geometric design of runway intersection
1. Smooth profile at intersection to avoid abrupt change in grade.
2. The center line of each runway should be maintained over
intersection area.
3. The drainage arrangement at the intersection should be well
planned.


4. The rate of change of vertical curves along the edges of the landing
strip should be limited to a maximum of 1.5% per 30mthorizontal
length.
5. The rate of change of gradient for the vertical curves along the edges
of the paved portion should not exceed 0.5% for 30mt horizontal
distance.
6. Slope in no portion of the intersection area should be less than 0.5%.