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Airports
Published in Milica Kalić, Slavica Dožić, Danica Babić, Introduction to the Air Transport System, 2022
Milica Kalić, Slavica Dožić, Danica Babić
A taxiway is a path on an airport connecting a runway with the apron, hangars, terminals, and other facilities. Taxiways should be provided to permit the safe and expeditious surface movement of aircraft from the runway to the parking stand and vice versa. The design of the taxiway system is determined by the volume of air traffic, the runway configuration, and the location of the terminal building. The goal is to provide smooth and efficient aircraft flow along the taxiway (Ashford and Wright 1984).
Airfield design, configuration and management
Published in Lucy Budd, Stephen Ison, Air Transport Management, 2020
Irrespective of the siting, orientation and number of available runways, if adequate connecting taxiways are not provided, an airport cannot operate safely and/or efficiently. The principal function of a taxiway is to facilitate the safe and efficient surface movement of aircraft to or from the runway(s) and between terminals, maintenance areas and other parts of the airfield.
Airport Signing: Movement Area Guidance Signs
Published in Cándida Castro, Tim Horberry, The Human Factors of Transport Signs, 2004
Kirstie Carrick, Peter Pfister, Robert Potter, Roy Ng
To provide for different wind directions, an airport may have a second runway aligned in a different direction. Most often, these two runways will cross each other. With four runway ends to provide with taxiways, the map of the airport has become more complex. There might also be provision for an aircraft to enter or leave the runway at points between the two ends, so taxiways can intersect and cross the runways.
Variable neighbourhood search for the integrated runway sequencing, taxiway scheduling, and gate reassignment problem
Published in Transportmetrica B: Transport Dynamics, 2023
Yu Jiang, Zhenyu Liu, Zhitao Hu, Honghai Zhang, Cheng Xu
Equation (11) is the objective function, which aims at reducing the total passenger taxi delay of all aircraft. stands for the target gate reaching time, obtained by assuming aircraft moving on the chosen path without any stops to the assigned gate. While represents the actual time taken by aircraft reaching the assigned gate, including the waiting and moving time. The taxi delay in this paper is defined as the delay of the given aircraft over the unimpeded taxi time for its allocated route. Equations (12) and (13) are the temporal input of TSP, respectively representing the start taxi time of arrival and departure aircraft. After landing, the arrival aircraft must immediately leave the runway to taxiway, to avoid the influence on the following aircraft from the air. Since it takes a little time for the arrival aircraft to leave the runway, we set the buffer time . The start taxi time of arrival aircraft is the sum of the estimated arrival time and the buffer time. Equation (14) ensures that each aircraft can only choose one taxi route. Equation (15) indicates that the separation between two aircraft reaching the same node during taxiing should meet the minimum safety interval .
Optimising Gate assignment and taxiway path in a discrete time–space network: integrated model and state analysis
Published in Transportmetrica B: Transport Dynamics, 2023
In this paper, an integrated model of gate assignment and taxiway planning (IMGATP) in a discrete time–space network is proposed. Gates are regarded as special nodes that can be visited and parked by aircraft. Partially flexible taxiway operation is adopted to obtain shorter taxiing paths, which are not predetermined. The main contributions of this paper are: Addressing the GAP and taxiway planning problem in an integrated way. The IMGATP is formulated into multi-commodity flow form to bridge the two problems. Practical constraints of taxiway and gate conflict are considered.Conducting a state analysis among the IMGATP, FCFS method, and heuristic approach with random and real-world cases. The state analysis provides new insight into aircraft taxiing and gating, which shows the ability to balance the taxiway and gate resources.
A gradient boosting approach to understanding airport runway and taxiway pavement deterioration
Published in International Journal of Pavement Engineering, 2021
Limon Barua, Bo Zou, Mohamadhossein Noruzoliaee, Sybil Derrible
Finally, given that information on traffic loading is available for a subset of the data, two GBM models, one for runways and one for taxiways, are further developed with the addition of a traffic loading variable. The subset of the data covers 26 runway sections and 31 taxiway sections for 1998–2013, providing in total 473 records for runways and 924 for taxiways. In this subset, the aircraft type of each departure / arrival flight using a runway / taxiway pavement section is recorded. To approximate the traffic loading on a pavement section, the maximum take-off weights (MTOW) / maximum landing weights (MLW) of all departure / arrival flights between the current and the immediate previous inspections are summed for each runway / taxiway pavement section. The MTOW and MLW information for each aircraft type is collected from the manufacturers’ websites.