UFC 3-260-02
30 June 2001
(b) Taxiways connecting runway ends and primary taxiways, short lengths of primary
taxiway turns, and intersections of primary taxiways will be Type A traffic areas. The effects of traffic
channelization on these areas cannot be well defined; therefore, these pavements will be designated as
Type A traffic areas requiring a uniform pavement thickness for the full width of the taxiway.
(c) Through taxilanes or portions of through taxiways on aprons (7.6-meter (25-foot)
minimum) will be designed as Type A traffic areas.
(d) Portions of the first 305 meters (1,000 feet) of runway ends will be Type A traffic areas.
On these pavements, the effects of channelized traffic are generally confined to the center 23-meter
(75-foot) width and the approach area from the connecting taxiway. These portions will be designed as
Type A traffic areas and will require a uniform thickness. The dimensions of the approach area will
correspond to the width of the connecting taxiway plus the taxiway fillets. An alternate design for the first
305 meters (1,000 feet) of runway ends is to provide a uniform thickness for the full width of the
pavement. Design of the pavement for channelized traffic must include the lanes where the traffic of the
design landing-gear type (bicycle or tricycle) is applied. For the present heavy-load pavement (bicycle-
landing gear), the selection of a thickened center section or a uniform thickness for the full width of the
facility will be determined on the basis of life cycle costs and projected future mission. In seasonal frost
areas, it is often desirable to use a constant transverse section to preclude differential frost heave.
(2) Medium-load and modified heavy-load airfield.
(a) Primary taxiways will be designed as Type A traffic areas. The effects of channelized
traffic are well defined on long straight sections. However, the channelization is not as confined as for a
heavy-load pavement, and it is not practical to construct primary taxiways of alternating variable
thicknesses as indicated by traffic requirements. Therefore, the primary taxiways for medium-load and
modified heavy-load airfields will normally be constructed to provide a uniform thickness for the full width
of pavement facility. The entire primary taxiway, including straight sections, turns, and intersections, will
be designated as Type A traffic areas.
(b) Through taxilanes and portions of through taxiways on aprons (11-meter (35-foot)
minimum) will be designed as Type A traffic areas.
(c) Portions of the first 305 meters (1,000 feet) of runway ends will be designed as Type A
traffic areas. On these pavements, the effects of channelized traffic are generally confined to the center
23-meter (75-foot) width and the approach area from the connecting taxiway. These portions will be
designed as Type A traffic areas and will require a uniform thickness. The dimensions of the approach
area will correspond to the width of the connecting taxiway plus the taxiway fillets. An alternate design
for the first 305 meters (1,000 feet) of runway ends would be to provide a uniform thickness for the full
width of the pavement facility. The selection of a thickened center section or a uniform thickness for full
width of the facility will be determined on the basis of life cycle costs unless mission requirements dictate
a uniform thickness (an example is formation takeoffs). In frost areas, it is often desirable to use a
uniform thickness to preclude differential frost heave.
(3) Light-load and auxiliary airfields. Primary taxiways and the first 305 meters (1,000 feet) of
runway ends will be designed as Type A traffic areas. The effects of channelized traffic are reasonably
well defined on long straight sections. However, it is not considered practical to construct primary
taxiways and runway ends of alternating variable thicknesses for light-load and auxiliary airfields as
indicated by traffic requirements. Therefore, the primary taxiways and the first 305 meters (1,000 feet) of
runway ends for light-load and auxiliary airfields will normally be constructed to provide a uniform
3-2
Previous Page
