1. General. For the purpose of this section, the airport pavement markings have been grouped into four areas:
   1. Runway Markings.
   2. Taxiway Markings.
   3. Holding Position Markings.
   4. Other Markings.
2. Marking Colors. Markings for runways are white. Markings defining the landing area on a heliport are also white except for hospital heliports which use a red “H” on a white cross. Markings for taxiways, areas not intended for use by aircraft (closed and hazardous areas), and holding positions (even if they are on a runway) are yellow.

2-3-3. Runway Markings

1. General. There are three types of markings for runways: visual, nonprecision instrument, and precision instrument. TBL 2-3-1 identifies the marking elements for each type of runway and TBL 2-3-2 identifies runway threshold markings.

   TBL 2-3-1
   Runway Marking Elements

   Marking Element	Visual Runway	Nonprecision Instrument Runway	Precision Instrument Runway
   Designation	X	X	X
   Centerline	X	X	X
   Threshold	X1	X	X
   Aiming Point	X2	X	X
   Touchdown Zone			X
   Side Stripes			X
   1 On runways used, or intended to be used, by international commercial transports. 2 On runways 4,000 feet (1200 m) or longer used by jet aircraft.

   FIG 2-3-1
   Precision Instrument Runway Markings

   

2. Runway Designators. Runway numbers and letters are determined from the approach direction. The runway number is the whole number nearest one‐tenth the magnetic azimuth of the centerline of the runway, measured clockwise from the magnetic north. The letters, differentiate between left (L), right (R), or center (C) parallel runways, as applicable:
   1. For two parallel runways “L” “R.”
   2. For three parallel runways “L” “C” “R.”
3. Runway Centerline Marking. The runway centerline identifies the center of the runway and provides alignment guidance during takeoff and landings. The centerline consists of a line of uniformly spaced stripes and gaps.
4. Runway Aiming Point Marking. The aiming point marking serves as a visual aiming point for a landing aircraft. These two rectangular markings consist of a broad white stripe located on each side of the runway centerline and approximately 1,000 feet from the landing threshold, as shown in FIG 2-3-1, Precision Instrument Runway Markings.
5. Runway Touchdown Zone Markers. The touchdown zone markings identify the touchdown zone for landing operations and are coded to provide distance information in 500 feet (150m) increments. These markings consist of groups of one, two, and three rectangular bars symmetrically arranged in pairs about the runway centerline, as shown in FIG 2-3-1. For runways having touchdown zone markings on both ends, those pairs of markings which extend to within 900 feet (270 m) of the midpoint between the thresholds are eliminated.

   FIG 2-3-2
   Nonprecision Instrument Runway and Visual Runway Markings

   

6. Runway Side Stripe Marking. Runway side stripes delineate the edges of the runway. They provide a visual contrast between runway and the abutting terrain or shoulders. Side stripes consist of continuous white stripes located on each side of the runway as shown in FIG 2-3-4.
7. Runway Shoulder Markings. Runway shoulder stripes may be used to supplement runway side stripes to identify pavement areas contiguous to the runway sides that are not intended for use by aircraft. Runway shoulder stripes are yellow. (See FIG 2-3-5.)
8. Runway Threshold Markings. Runway threshold markings come in two configurations. They either consist of eight longitudinal stripes of uniform dimensions disposed symmetrically about the runway centerline (as shown in FIG 2-3-1) or the number of stripes is related to the runway width as indicated in TBL 2-3-2. A threshold marking helps identify the beginning of the runway that is available for landing. In some instances, the landing threshold may be relocated or displaced.

   TBL 2-3-2
   Number of Runway Threshold Stripes

   Runway Width	Number of Stripes
   60 feet (18 m)	4
   75 feet (23 m)	6
   100 feet (30 m)	8
   150 feet (45 m)	12
   200 feet (60 m)	16

   1. Relocation of a Threshold.Sometimes construction, maintenance, or other activities require the threshold to be relocated towards the rollout end of the runway. (See FIG 2-3-3.) When a threshold is relocated, it closes not only a set portion of the approach end of a runway, but also shortens the length of the opposite direction runway. In these cases, a NOTAM should be issued by the airport operator identifying the portion of the runway that is closed (for example, 10/28 W 900 CLSD). Because the duration of the relocation can vary from a few hours to several months, methods identifying the new threshold may vary. One common practice is to use a ten feet wide white threshold bar across the width of the runway. Although the runway lights in the area between the old threshold and new threshold will not be illuminated, the runway markings in this area may or may not be obliterated, removed, or covered.
   2. Displaced Threshold. A displaced threshold is a threshold located at a point on the runway other than the designated beginning of the runway. Displacement of a threshold reduces the length of runway available for landings. The portion of runway behind a displaced threshold is available for takeoffs in either direction and landings from the opposite direction. A ten feet wide white threshold bar is located across the width of the runway at the displaced threshold. White arrows are located along the centerline in the area between the beginning of the runway and displaced threshold. White arrow heads are located across the width of the runway just prior to the threshold bar, as shown in FIG 2-3-4.
9. Demarcation Bar. A demarcation bar delineates a runway with a displaced threshold from a blast pad, stopway, or taxiway that precedes the runway. A demarcation bar is 3 feet (1m) wide and yellow, since it is not located on the runway, as shown in FIG 2-3-6.
   1. Chevrons. These markings are used to show pavement areas aligned with the runway that are unusable for landing, takeoff, and taxiing. Chevrons are yellow. (See FIG 2-3-7.)
10. Runway Threshold Bar. A threshold bar delineates the beginning of the runway that is available for landing when the threshold has been relocated or displaced. A threshold bar is 10 feet (3m) in width and extends across the width of the runway, as shown in FIG 2-3-4.

    FIG 2-3-3
    Relocation of a Threshold with Markings for Taxiway Aligned with Runway

    

    FIG 2-3-4
    Displaced Threshold Markings

    

    FIG 2-3-5
    Runway Shoulder Markings

    

2-3-4. Taxiway Markings

1. General. All taxiways should have centerline markings and runway holding position markings whenever they intersect a runway. Taxiway edge markings are present whenever there is a need to separate the taxiway from a pavement that is not intended for aircraft use or to delineate the edge of the taxiway. Taxiways may also have shoulder markings and holding position markings for Instrument Landing System (ILS) critical areas and taxiway/taxiway intersection markings.
2. Taxiway Centerline.
   1. Normal Centerline. The taxiway centerline is a single continuous yellow line, 6 inches (15 cm) to 12 inches (30 cm) in width. This provides a visual cue to permit taxiing along a designated path. Ideally, the aircraft should be kept centered over this line during taxi. However, being centered on the taxiway centerline does not guarantee wingtip clearance with other aircraft or other objects.
   2. Enhanced Centerline. At some airports, mostly the larger commercial service airports, an enhanced taxiway centerline will be used. The enhanced taxiway centerline marking consists of a parallel line of yellow dashes on either side of the normal taxiway centerline. The taxiway centerlines are enhanced for a maximum of 150 feet prior to a runway holding position marking. The purpose of this enhancement is to warn the pilot that he/she is approaching a runway holding position marking and should prepare to stop unless he/she has been cleared onto or across the runway by ATC. (See FIG 2-3-8.)
3. Taxiway Edge Markings. Taxiway edge markings are used to define the edge of the taxiway. They are primarily used when the taxiway edge does not correspond with the edge of the pavement. There are two types of markings depending upon whether the aircraft is supposed to cross the taxiway edge:
   1. Continuous Markings.These consist of a continuous double yellow line, with each line being at least 6 inches (15 cm) in width spaced 6 inches (15 cm) apart. They are used to define the taxiway edge from the shoulder or some other abutting paved surface not intended for use by aircraft.
   2. Dashed Markings. These markings are used when there is an operational need to define the edge of a taxiway or taxilane on a paved surface where the adjoining pavement to the taxiway edge is intended for use by aircraft (for example, an apron). Dashed taxiway edge markings consist of a broken double yellow line, with each line being at least 6 inches (15 cm) in width, spaced 6 inches (15 cm) apart (edge to edge). These lines are 15 feet (4.5 m) in length with 25 foot (7.5 m) gaps. (See FIG 2-3-9.)
4. Taxi Shoulder Markings. Taxiways, holding bays, and aprons are sometimes provided with paved shoulders to prevent blast and water erosion. Although shoulders may have the appearance of full strength pavement, they are not intended for use by aircraft and may be unable to support an aircraft. Usually the taxiway edge marking will define this area. Where conditions exist such as islands or taxiway curves that may cause confusion as to which side of the edge stripe is for use by aircraft, taxiway shoulder markings may be used to indicate the pavement is unusable. Taxiway shoulder markings are yellow. (See FIG 2-3-10.)

   FIG 2-3-6
   Markings for Blast Pad or Stopway or Taxiway Preceding a Displaced Threshold

   

   FIG 2-3-7
   Markings for Blast Pads and Stopways

   

   FIG 2-3-8
   Enhanced Taxiway Centerline

   

   FIG 2-3-9
   Dashed Markings

   

5. Surface Painted Taxiway Direction Signs. Surface painted taxiway direction signs have a yellow background with a black inscription, and are provided when it is not possible to provide taxiway direction signs at intersections, or when necessary to supplement such signs. These markings are located adjacent to the centerline with signs indicating turns to the left being on the left side of the taxiway centerline, and signs indicating turns to the right being on the right side of the centerline. (See FIG 2-3-11.)

   FIG 2-3-10
   Taxi Shoulder Markings

   

6. Surface Painted Location Signs. Surface painted location signs have a black background with a yellow inscription. When necessary, these markings are used to supplement location signs located along side the taxiway and assist the pilot in confirming the designation of the taxiway on which the aircraft is located. These markings are located on the right side of the centerline. (See FIG 2-3-11.)
7. Geographic Position Markings. These markings are located at points along low visibility taxi routes designated in the airport's Surface Movement Guidance Control System (SMGCS) plan. They are used to identify the location of taxiing aircraft during low visibility operations. Low visibility operations are those that occur when the runway visible range (RVR) is below 1200 feet (360m). They are positioned to the left of the taxiway centerline in the direction of taxiing. (See FIG 2-3-12.) The geographic position marking is a circle comprised of an outer black ring contiguous to a white ring with a pink circle in the middle. When installed on asphalt or other dark‐colored pavements, the white ring and the black ring are reversed (i.e., the white ring becomes the outer ring and the black ring becomes the inner ring). It is designated with either a number or a number and letter. The number corresponds to the consecutive position of the marking on the route.

   FIG 2-3-11
   Surface Painted Signs

   

2-3-5. Holding Position Markings

1. Runway Holding Position Markings. For runways, these markings indicate where aircraft MUST STOP when approaching a runway. They consist of four yellow lines, two solid and two dashed, spaced six or twelve inches apart, and extending across the width of the taxiway or runway. The solid lines are always on the side where the aircraft must hold. There are three locations where runway holding position markings are encountered.
   1. Runway Holding Position Markings on Taxiways. These markings identify the locations on a taxiway where aircraft MUST STOP when a clearance has not been issued to proceed onto the runway. Generally, runway holding position markings also identify the boundary of the runway safety area (RSA) for aircraft exiting the runway. Runway holding position markings are shown in FIG 2-3-13 and FIG 2-3-16. When instructed by ATC, “Hold short of Runway XX,” the pilot MUST STOP so that no part of the aircraft extends beyond the runway holding position marking. When approaching runways at airports with an operating control tower, pilots must not cross the runway holding position marking without ATC clearance. Pilots approaching runways at airports without an operating control tower must ensure adequate separation from other aircraft, vehicles, and pedestrians prior to crossing the holding position markings. An aircraft exiting a runway is not clear of the runway until all parts of the aircraft have crossed the applicable holding position marking.
   2. Runway Holding Position Markings on Runways.These markings identify the locations on runways where aircraft MUST STOP. These markings are located on runways used by ATC for Land And Hold Short Operations (for example, see FIG 4-3-8) and Taxiing operations. For taxiing operations, the pilot MUST STOP prior to the holding position markings unless explicitly authorized to cross by ATC. A sign with a white inscription on a red background is located adjacent to these holding position markings. (See FIG 2-3-14.) The holding position markings are placed on runways prior to the intersection with another runway, or some designated point. Pilots receiving and accepting instructions “Cleared to land Runway XX, hold short of Runway YY” from ATC must either exit Runway XX prior to the holding position markings, or stop at the holding position markings prior to Runway YY. Otherwise, pilots are authorized to use the entire landing length of the runway and disregard the holding position markings.
   3. Holding Position Markings on Taxiways Located in Runway Approach Areas.These markings are used at some airports where it is necessary to hold an aircraft on a taxiway located in the approach or departure area of a runway so that the aircraft does not interfere with the operations on that runway. This marking is collocated with the runway approach/departure area holding position sign. When specifically instructed by ATC, “Hold short of Runway XX approach or Runway XX departure area,” the pilot MUST STOP so that no part of the aircraft extends beyond the holding position marking. (See Subparagraph 2-3-8b2, Runway Approach Area Holding Position Sign, and FIG 2-3-15.)
2. Holding Position Markings for Instrument Landing System (ILS). Holding position markings for ILS critical areas consist of two yellow solid lines spaced two feet apart connected by pairs of solid lines spaced ten feet apart extending across the width of the taxiway as shown. (See FIG 2-3-16.) A sign with an inscription in white on a red background is located adjacent to these hold position markings. When instructed by ATC to hold short of the ILS critical area, pilots MUST STOP so that no part of the aircraft extends beyond the holding position marking. When approaching the holding position marking, pilots must not cross the marking without ATC clearance. The ILS critical area is not clear until all parts of the aircraft have crossed the applicable holding position marking.

   REFERENCE-
   AIM, Para 1-1-9, Instrument Landing System (ILS).

3. Holding Position Markings for Intersecting Taxiways Holding position markings for intersecting taxiways consist of a single dashed line extending across the width of the taxiway as shown. (See FIG 2-3-17.) They are located on taxiways where ATC holds aircraft short of a taxiway intersection. When instructed by ATC, “Hold short of Taxiway XX,” the pilot MUST STOP so that no part of the aircraft extends beyond the holding position marking. When the marking is not present, the pilot MUST STOP the aircraft at a point which provides adequate clearance from an aircraft on the intersecting taxiway.
4. Surface Painted Holding Position Signs. Surface painted holding position signs have a red background with a white inscription and supplement the signs located at the holding position. This type of marking is normally used where the width of the holding position on the taxiway is greater than 200 feet (60 m). It is located to the left side of the taxiway centerline on the holding side and prior to the holding position marking. (See FIG 2-3-11.)

   FIG 2-3-12
   Geographic Position Markings

   

   FIG 2-3-13
   Runway Holding Position Markings on Taxiway

   

   FIG 2-3-14
   Runway Holding Position Markings on Runways

   

   FIG 2-3-15
   Taxiways Located in Runway Approach and Departure Areas

   

   FIG 2-3-16
   Holding Position Markings: ILS Critical Area