Статті в журналах: "Taxi operations"

1

Mo, Moe Myint, Kyaing, Ko Ko Lwin, and Yoshihide Sekimoto. "Measuring Traffic Congestion Based on the Taxi Operations of Traditional and On-Demand Taxis in Yangon." Journal of Disaster Research 15, no. 3 (March 30, 2020): 451–60. http://dx.doi.org/10.20965/jdr.2020.p0451.

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The current urbanization and motorization have caused a gradual negative impact on the existing transport infrastructure in Yangon City. Currently, the road network throughout Yangon operates at or above its desired capacity during the peak periods. At present, there are over 62,886 registered taxis operating in Yangon City. These taxis provide two different services to passengers: non-metered taxi (traditionally hailed on the street) service and metered taxi (on demand) service. Private cars and taxis constitute 70% of the modes of transport in Yangon City; this may lead to traffic congestion. However, there is lack of relevant data and taxi trip pattern information on how taxi service is related to traffic congestion. Therefore, studies on taxi surveying using Global Positioning Systems (GPS) need to be conducted, and investigations on the effect of taxi services on traffic congestion from these GPS data need to be performed. This study explores the comparison between hourly and daily trips’ frequencies as well as spatial and temporal variations of taxi trips between the two services. Field survey data collected through the GPS and Geographic Information System (GIS) were used to estimate the different taxi travel times that can be applied in predicting the occupied and vacant times in the study area. The specific objective of this research is to examine vacant taxi movement and stationary time (parking time and congestion time) of the two services to quantify the impact of taxi travel time on traffic congestion in Yangon. Moreover, by knowing how the two services vary in terms of operation, the main solution for reducing the congestion in Yangon City can be established. Further, the taxi stationary duration information is useful for knowing the taxi trip hotspot points in each township in Yangon. This may lead to support in defining proposed taxi stands in Yangon City.

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2

Battiste, Vernol, Michael Downs, and Robert S. McCann. "Advanced Taxi Map Display Design for Low-Visibility Operations." Proceedings of the Human Factors and Ergonomics Society Annual Meeting 40, no. 19 (October 1996): 997–1001. http://dx.doi.org/10.1177/154193129604001909.

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Conducting gate to gate operations during reduced visibility conditions is a major impediment to scheduled and unscheduled flight operations in the National Airspace System (NAS). Takeoff and landing minima are predicated on aircraft equipage and airport visibility (e.g., at some major airports, operations are terminated when visibility is below 700 ft runway visual range (RVR). Although some aircraft can land with zero-zero visibility, there are no ground or flight deck systems that allow them to taxi under low visibility conditions. A map display system designed to support low visibility taxi was evaluated by 12 B-747 flight crews in NASA's Crew Vehicle System Research Facility (CVSRF). Three taxi-map conditions were compared: paper map only, basic moving map, and advanced moving map. Crews landed and taxied along 24 different taxi routes under three visibility conditions: unlimited visibility, 700 ft RVR, and 300 ft RVR. Taxi time, errors and workload were collected for each taxi operation. Video tape recordings captured crew interactions and head-up and head-down times. Taxi times and errors were significantly better for crews with electronic maps than for crews with a paper map. Although crews with the advanced map experienced significantly more head-down time, the head down interval was significantly less than with the paper map and crew workload was significantly less. During the post-flight design review, pilots identified improvements in procedures and formatting that might enhance performance. They developed a procedure for safely switching from the NAV display to the map; and in general their comments were very favorable.

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3

Moroz, D. G., N. O. Bludyan, S. S. Aleksyuk, and R. S. Ayriev. "Problem of Location of Taxi Ranks and Taxi Dispatch Service Operations in Moscow." World of Transport and Transportation 17, no. 3 (September 27, 2019): 152–69. http://dx.doi.org/10.30932/1992-3252-2019-17-3-152-169.

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The article considers the technological aspects of organization of passenger and baggage transportation by taxi cabs in megacities, referring particularly to the practices of a number of countries.The authors analyze l e g a l regulation and technological development of taxi services in Moscow metropolitan area, including the current system for organizing the work of passenger taxi dispatch services taking into account centralization of information flows in a single city system.An analysis of methods for planning placement of taxi ranks shows that outdated approaches are used to solve that problem without using modern information and communication technologies. In this regard, the methodological foundations of planning the organization of taxi ranks based on geoinformation data in the city of Moscow are proposed.The studies and analysis made it possible to determine relevance and feasibility of existing and justification for planning of new taxi ranks, taking into account the requirements for rationality of location of taxi ranks from the point of view of ensuring a small walking distance for passengers, as well as reducing time of car delivery. The proposed method using accurate coordinates transmitted by the largest taxi dispatch service companies into the Unified Regional Navigation and Information System of the city of Moscow allows to implement these requirements.

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4

Da Costa, David Carvalho Teixeira, and Richard De Neufville. "Designing Efficient Taxi Pickup Operations at Airports." Transportation Research Record: Journal of the Transportation Research Board 2300, no. 1 (January 2012): 91–99. http://dx.doi.org/10.3141/2300-11.

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5

Wells, Michael, Michael Kretser, Ben Hazen, and Jeffery Weir. "Modified C-17 taxi procedures: a fuel cost savings exploration." Journal of Defense Analytics and Logistics 4, no. 2 (July 2, 2020): 129–45. http://dx.doi.org/10.1108/jdal-05-2019-0009.

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Purpose This study aims to explore the viability of using C-17 reduced-engine taxi procedures from a cost savings and capability perspective. Design/methodology/approach This study model expected engine fuel flow based on the number of operational engines, aircraft gross weight (GW) and average aircraft groundspeed. Using this model, the research executes a cost savings simulation estimating the expected annual savings produced by the proposed taxi methodology. Operational and safety risks are also considered. Findings The results indicate that significant fuel and costs savings are available via the employment of reduced-engine taxi procedures. On an annual basis, the mobility air force has the capacity to save approximately 1.18 million gallons of jet fuel per year ($2.66m in annual fuel costs at current rates) without significant risk to operations. The two-engine taxi methodology has the ability to generate capable taxi thrust for a maximum GW C-17 with nearly zero risks. Research limitations/implications This research was limited to C-17 procedures and efficiency improvements specifically, although it suggests that other military aircraft could benefit from these findings as is evident in the commercial airline industry. Practical implications This research recommends coordination with the original equipment manufacturer to rework checklists and flight manuals, development of a fleet-wide training program and evaluation of future aircraft recapitalization requirements intended to exploit and maximize aircraft surface operation savings. Originality/value If implemented, the proposed changes would benefit the society as government resources could be spent elsewhere and the impact on the environment would be reduced. This research conducted a rigorous analysis of the suitability of implementing a civilian airline’s best practice into US Air Force operations.

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6

Chang, Mengmeng, Yuanying Chi, Zhiming Ding, Jing Tian, and Yuhao Zheng. "A Continuous Taxi Pickup Path Recommendation under The Carbon Neutrality Context." ISPRS International Journal of Geo-Information 10, no. 12 (December 4, 2021): 821. http://dx.doi.org/10.3390/ijgi10120821.

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In the context of the carbon neutrality target, carbon reduction in the daily operation of the transportation system is more important than that in productive activities. There are few travel services that can quantify low-carbon travel, with a lack of effective low-carbon travel tools to guide transportation behavior. On-demand access to taxi services can effectively reduce the additional carbon emissions caused by cruising, which in turn increases efficiency in urban mobility with a reduced taxi fleet scale. For individual taxis, they lack macroscopic horizon in their choice of passenger pickup paths. The selected travel path based on personal operational experience or real-time location is limited by local optimization when making path decisions. In this work, we proposed a macro-path recommendation method to assist the taxi pickup path selection to accelerate the transformation of the taxi system towards low-carbon sharing. First, an adaptive learning spatiotemporal neural network was used to predict the coarse-grained distribution of potential trips. Next, the trajectory sharing graph was constructed based on the potential trips distribution to reallocate the taxi orders for the continuous pickup path optimization. As a result, the continuous pickup path balanced the relation between travel demands and taxi supply, improving the economic and environmental benefits of taxi operation and contributing to the goal of carbon neutrality. We conducted experiments on the Chengdu city ride-hailing dataset. Compared with the current status of taxi operations, the solution shows improvements in both the scale of taxi services and order gain.

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7

Ruch, Claudio, Sebastian Hörl, Joel Gächter, and Jan Hakenberg. "The Impact of Fleet Coordination on Taxi Operations." Journal of Advanced Transportation 2021 (December 24, 2021): 1–14. http://dx.doi.org/10.1155/2021/2145716.

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On-demand mobility has existed for more than 100 years in the form of taxi systems. Comparatively recently, ride-hailing schemes have also grown to a significant mode share. Most types of such one-way mobility-on-demand systems allow drivers taking independent decisions. These systems are not or only partially coordinated. In a different operating mode, all decisions are coordinated by the operator, allowing for the optimization of certain metrics. Such a coordinated operation is also implied if human-driven vehicles are replaced by self-driving cars. This work quantifies the service quality and efficiency improvements resulting from the coordination of taxi fleets. Results based on high-fidelity transportation simulations and data sets of existing taxi systems are presented for the cities of San Francisco, Chicago, and Zurich. They show that fleet coordination can strongly improve the efficiency and service level of existing systems. Depending on the operator and the city’s preferences, empty vehicle distance driven and fleet sizes could be substantially reduced, or the wait times could be reduced while maintaining the current fleet sizes. The study provides clear evidence that full fleet coordination should be implemented in existing mobility-on-demand systems, even before the availability of self-driving cars.

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8

Ji, Yuxiong, Yixuan Cao, Yuchuan Du, and H. Michael Zhang. "Comparative Analyses of Taxi Operations at the Airport." Transportation Research Procedia 25 (2017): 2222–32. http://dx.doi.org/10.1016/j.trpro.2017.05.427.

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9

Kim, Han-Joong, and Hojong Baik. "Empirical Method for Estimating Aircraft Fuel Consumption in Ground Operations." Transportation Research Record: Journal of the Transportation Research Board 2674, no. 12 (October 28, 2020): 385–94. http://dx.doi.org/10.1177/0361198120961033.

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This study proposes a novel procedure for estimating aircraft fuel burn during ground operations using aircraft trajectory data acquired from an airport surface surveillance system. A fundamental assumption employed throughout the study is that aircraft fuel burn on the ground depends on taxi phases and corresponding thrust settings. The computational process is split into three steps: (1) define a taxi phase for each data point by analyzing the trajectory data; (2) find the fuel flow index appropriate for each taxi phase of each engine type from the International Civil Aviation Organization (ICAO) Engine Emissions Databank which contains fuel flow indices for four flight status of every commercial engine; and (3) estimate the total fuel burn on the ground for each flight by multiplying the time duration at each taxi phase by the corresponding fuel flow rate. Using 24-hour surface trajectory data collected from the Airport Surface Detection Equipment (ASDE) system at Seoul/Incheon International Airport, all flights operated on the day were analyzed applying this procedure. The results indicate that suggested taxi fuel burn rates are estimated to be about 17% lower than the ICAO values. The proposed procedure is expected to be used as an alternative method for ground fuel burn estimation.

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10

Miksa, Wojciech G. "Air Taxi Flight Sharing." Transactions on Aerospace Research 2020, no. 3 (September 1, 2020): 49–63. http://dx.doi.org/10.2478/tar-2020-0016.

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AbstractIn traditional air taxi model, flight route and timing are assigned to every order individually, resulting in minimum utilization of seats, maximum number of empty legs and elevated price levels. Sharing flights, when possible, allow decreasing number of empty seats and distributing cost of flight among customers. Challenges to overcome are varying timing needs of customers and volatility of demand. This article investigates possibilities of synchronizing passenger orders. The proposed passenger pooling model replaces specific flight timing on order with constraints: latest arrival and earliest departure to provide room for coordination of orders, backed by web-based ICT. Theoretical test cases calculations verify the concept and compare it with traditional full on-demand and scheduled operations.

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11

Zheng, Qian, Yiyuan J. Zhao, and Brian Capozzi. "Time-of-Arrival Taxi Conformance Monitoring for Surface Operations." Journal of Guidance, Control, and Dynamics 34, no. 3 (May 2011): 750–60. http://dx.doi.org/10.2514/1.52047.

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12

Bridgelall, Raj, Pan Lu, Denver D. Tolliver, and Tai Xu. "Mining Connected Vehicle Data for Beneficial Patterns in Dubai Taxi Operations." Journal of Advanced Transportation 2018 (September 16, 2018): 1–8. http://dx.doi.org/10.1155/2018/8963234.

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On-demand shared mobility services such as Uber and microtransit are steadily penetrating the worldwide market for traditional dispatched taxi services. Hence, taxi companies are seeking ways to compete. This study mined large-scale mobility data from connected taxis to discover beneficial patterns that may inform strategies to improve dispatch taxi business. It is not practical to manually clean and filter large-scale mobility data that contains GPS information. Therefore, this research contributes and demonstrates an automated method of data cleaning and filtering that is suitable for such types of datasets. The cleaning method defines three filter variables and applies a layered statistical filtering technique to eliminate outlier records that do not contribute to distributions that match expected theoretical distributions of the variables. Chi-squared statistical tests evaluate the quality of the cleaned data by comparing the distribution of the three variables with their expected distributions. The overall cleaning method removed approximately 5% of the data, which consisted of errors that were obvious and others that were poor quality outliers. Subsequently, mining the cleaned data revealed that trip production in Dubai peaks for the case when only the same two drivers operate the same taxi. This finding would not have been possible without access to proprietary data that contains unique identifiers for both drivers and taxis. Datasets that identify individual drivers are not publicly available.

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13

Guclu, Orhan Ertugrul, and Cem Cetek. "Analysis of aircraft ground traffic flow and gate utilisation using a hybrid dynamic gate and taxiway assignment algorithm." Aeronautical Journal 121, no. 1240 (April 10, 2017): 721–45. http://dx.doi.org/10.1017/aer.2017.20.

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ABSTRACTThe rapid increase in the demand for air transportation over the last four decades has led to serious capacity problems for both the airside and landside components of major airports. The efficient management of existing airside resources seems to be the most effective and practical approach to overcome these capacity and traffic flow problems. Although integrated management of aircraft parking position assignments and ground movement planning processes are vital for the effective use of resources and for efficient operations, the current practice is that these processes are handled separately by different agents. This study proposes a hybrid dynamic system, an integrated methodology of taxi path and gate assignment using a knowledge-based decision-making approach to model effectively time-variant and realistic operational features of aircraft gate management and route planning. The model assigns the most suitable parking positions with minimum taxi time and taxi delay among a reduced solution set, satisfying pre-defined decision criteria as well as monitoring ground movements and, if necessary, reassigning new taxi paths and parking positions in real time. Both the proposed integrated methodology and the separate gate assignment and ground management operations currently in use were implemented, analysed and compared in a fast-time simulation model of Istanbul Ataturk Airport (LTBA). The hybrid dynamic assignment model provided significant improvements in taxi times, ground delays and gate utilisation.

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14

Marín, Ángel G. "Airport management: taxi planning." Annals of Operations Research 143, no. 1 (March 2006): 191–202. http://dx.doi.org/10.1007/s10479-006-7381-2.

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15

Marín, Angel, and Esteve Codina. "Network design: taxi planning." Annals of Operations Research 157, no. 1 (July 7, 2007): 135–51. http://dx.doi.org/10.1007/s10479-007-0194-0.

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16

Tang, Yuxin. "Big Data Analytics of Taxi Operations in New York City." American Journal of Operations Research 09, no. 04 (2019): 192–99. http://dx.doi.org/10.4236/ajor.2019.94012.

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17

Günther, Thomas, Matthias Hildebrandt, Hartmut Fricke, and Moritz Strasser. "Contributions of advanced taxi time calculation to airport operations efficiency." Journal of Aerospace Operations 1, no. 1-2 (2011): 95–106. http://dx.doi.org/10.3233/aop-2011-0006.

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18

Rodriguez-Valencia, Alvaro, David Paris, and Juliana Cala. "Mobile internet applications: implications for taxi driver behavior and operations." Transportation Planning and Technology 43, no. 5 (May 18, 2020): 463–74. http://dx.doi.org/10.1080/03081060.2020.1763653.

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19

Sun, Jian, He Dong, Guoyang Qin, and Ye Tian. "Quantifying the Impact of Rainfall on Taxi Hailing and Operation." Journal of Advanced Transportation 2020 (January 20, 2020): 1–14. http://dx.doi.org/10.1155/2020/7081628.

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Adverse weathers are well-known to impact the operation of transportation systems, including taxis. This paper utilizes taxi GPS waypoint data to investigate the quantitative impact of rainfall on taxi hailing and taxi operations to help improve service quality on rainy days. Through statistical analysis, the study proves that it is more difficult to hail taxis on rainy days, especially during morning peak hours. By modelling the difference value of factors for rainfall and nonrainfall conditions in a multivariate regression model and attaining the significance and elasticity of each factor, passenger demand, taxi supply, search time and velocity are proved to be the significant factors that lower the taxis’ level of service on rainy days. Among them, the number of passengers and taxis are two factors that have the greatest impact. It is also shown that there is no significant difference in the total taxi supply and passenger demand between rainfall and nonrainfall conditions, but a dramatic change in the spatial distribution is discovered. The results suggest that instead of simply providing more taxis on rainy days, optimally dispatching taxicabs to high demand regions can be a more effective solution.

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20

Beltran, N. J., R. De Jesus, L. R. Alipio, E. Maynite, C. Clemente, Ñ. R. Gonzales, and N. J. Silagan. "The untapped impact: Struggles and subsequent condition of Metro Manila taxi industry amid operations of Transport Network Companies." MATEC Web of Conferences 272 (2019): 01033. http://dx.doi.org/10.1051/matecconf/201927201033.

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In 2015, Transport Network Companies (TNC) such as Grab and Uber were introduced in the Philippines. With the worsening traffic management system in the country, TNC units use the power of an application to cater the commuting needs and demands of the Filipino commuting public following a car-sharing principle. Taking into account their startup success, the conventional taxi industry has been struggling. On this basis, this phenomenological study therefore involves an in-depth understanding of the struggles and subsequent condition of the taxi industry amid operations of TNCs. With the use of snowball and convenience sampling, the study involved semi-structured interviews with drivers of conventional taxi, commuters, and the Philippines' Land Transportation Franchising and Regulatory Board (LTFRB) members to obtain perspectives from the regulating body. Employing Billups’(2016) qualitative data analysis method, six themes emerged including Effects of Transport Network Companies, Protests and Complaints of Taxi Drivers, Consequent Actions of Taxi Drivers due to Income Reduction, Motivations for Taxi Driving Business Continuity, Perceptions of Taxi Drivers on TNVS, and Commuter Perspective on both Transport Services. Based on the findings, it is concluded that since the TNCs introduction, the conventional taxi industry has been bombarded of varied issues relating to the quality of transport service they provide in terms of convenience, comfort and ease, affordability, and accessibility. These findings then translate to the need of a partial deregulation that involves amendments on some memorandum circulars, and the pioneered Code of Ethics for the entire Philippine Taxi Industry so as to sustain and correspondingly compete with TNCs in relation to the demands of the market.

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21

Li, Baicheng, and W. Y. Szeto. "Modeling and analyzing a taxi market with a monopsony taxi owner and multiple rentee-drivers." Transportation Research Part B: Methodological 143 (January 2021): 1–22. http://dx.doi.org/10.1016/j.trb.2020.10.008.

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22

Yao, Hui, Zhengfeng Huang, Xiaofei Ye, Manel Grifoll, Guiyun Liu, and Pengjun Zheng. "Analysis of Taxi Travels during an Epidemic Period Using System Dynamics Method." Sustainability 14, no. 6 (March 16, 2022): 3457. http://dx.doi.org/10.3390/su14063457.

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This paper explores the factors influencing taxi travel in the context of COVID-19 from both demand and supply sides and provides a quantitative comparison of taxi travel characteristics and taxi industry operations before and after the epidemic. A model was established using system dynamics to simulate a taxi travel system, which was used to analyze the changes in demand and supply of taxi travel under scenarios such as closedowns, travel restrictions, etc. The analysis is based on a typical middle-sized city in China, Ningbo in Zhejiang Province, revealing factors leading to the significant drop in the amount of taxi travel due to the epidemic. The study can provide insights into impacts of public (or similar anomalous or catastrophic) events on taxi travel systems and could be useful for urban transport planning and management.

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23

Postorino, Maria Nadia, Luca Mantecchini, and Filippo Paganelli. "Improving taxi-out operations at city airports to reduce CO2 emissions." Transport Policy 80 (August 2019): 167–76. http://dx.doi.org/10.1016/j.tranpol.2018.09.002.

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24

Guo, Rui, Yu Zhang, and Qing Wang. "Comparison of emerging ground propulsion systems for electrified aircraft taxi operations." Transportation Research Part C: Emerging Technologies 44 (July 2014): 98–109. http://dx.doi.org/10.1016/j.trc.2014.03.006.

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25

Jung, Jaeyoung, R. Jayakrishnan, and Keechoo Choi. "Dually sustainable urban mobility option: Shared-taxi operations with electric vehicles." International Journal of Sustainable Transportation 11, no. 8 (September 30, 2015): 567–81. http://dx.doi.org/10.1080/15568318.2015.1092057.

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26

Skok, Walter, and Junthima Vikiniyadhanee. "International management of taxi cab operations: a case study in Bangkok." Knowledge and Process Management 12, no. 2 (April 2005): 140–49. http://dx.doi.org/10.1002/kpm.224.

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27

Li, Qiong, Peng rui Bai, Yang Chen, Xiao Wei, and Jinjun Tang. "Efficiency Evaluation of Bus Transport Operations Given Exogenous Environmental Factors." Journal of Advanced Transportation 2020 (September 29, 2020): 1–13. http://dx.doi.org/10.1155/2020/8899782.

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As a mode of green transport that can effectively alleviate urban traffic congestion and improve air quality, bus transport is highly subsidized by governments at all levels in China. Thus, measuring efficiency in the bus transport sector is particularly important. However, few reports in the literature have taken exogenous environmental factors into consideration to evaluate public transport operation efficiency. This may lead to inaccurate evaluation results. This study employs the three-stage DEA model, which can eliminate the impacts of exogenous environmental factors on public bus transport operation to gain real efficiency results. Meanwhile, to further explore how exogenous environmental factors affect bus transport operations, a tobit model is used to analyse the results. The main results of this paper reveal the following: first, exogenous environmental factors have a significant impact on the operational efficiency of bus transport. It is reasonable and necessary to select the three-stage method to eliminate environmental factors for real bus operation efficiency. Second, the fluctuations of the bus transport efficiency of 30 cities decreased during 2010–2016. The western region has the highest operation efficiency, followed by the eastern and the middle regions. Third, the economic, taxi transport, and urban rail transport have a marked impact on the operational efficiency of bus transport. This paper confirms the important influence of exogenous environmental factors on the efficiency of public transport operations. In addition, this article could help improve the efficiency of urban public transport operations and promote the attractiveness of urban public transport and the amount of green travel.

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Zhu, Fang Siyu, Xiu Miao Chen, Rui Ke Ye, and Jian Qiang Bao. "Urban Low-Carbon Transport, Model of Pure Electric Vehicle Development Typical Research Based on Hangzhou Pure Electric Taxi Demonstration Operations." Advanced Materials Research 772 (September 2013): 549–55. http://dx.doi.org/10.4028/www.scientific.net/amr.772.549.

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Pure electric vehicles, as an important part of China's strategic emerging industries with good economical potential and ecological environment and social benefits, are increasingly becoming the strategic choice to response to global warming and to achieve low-carbon transformation of urban transport. Hangzhou pure electric taxi demonstration project is a model for new energy vehicles first try, which has formed the complete and operating norms for pure electric taxies operating system and business mode. Based on the typical research of Hangzhou pure electric taxi demonstration operation status quo, the research group has summarized the practical experience of the demonstration operations and some problems of the mode of development of pure electric vehicle battery and supporting facilities, and put forward some policy recommendations.

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29

Yang, W. H., R. C. P. Wong, and W. Y. Szeto. "Modeling the acceptance of taxi owners and drivers to operate premium electric taxis: Policy insights into improving taxi service quality and reducing air pollution." Transportation Research Part A: Policy and Practice 118 (December 2018): 581–93. http://dx.doi.org/10.1016/j.tra.2018.10.011.

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30

Stettler, M. E. J., G. S. Koudis, S. J. Hu, A. Majumdar, and W. Y. Ochieng. "The impact of single engine taxiing on aircraft fuel consumption and pollutant emissions." Aeronautical Journal 122, no. 1258 (October 26, 2018): 1967–84. http://dx.doi.org/10.1017/aer.2018.117.

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ABSTRACTOptimisation of aircraft ground operations to reduce airport emissions can reduce resultant local air quality impacts. Single engine taxiing (SET), where only half of the installed number of engines are used for the majority of the taxi duration, offers the opportunity to reduce fuel consumption, and emissions of NOX, CO and HC. Using 3510 flight data records, this paper develops a model for SET operations and presents a case study of London Heathrow, where we show that SET is regularly implemented during taxi-in. The model predicts fuel consumption and pollutant emissions with greater accuracy than previous studies that used simplistic assumptions. Without SET during taxi-in, fuel consumption and pollutant emissions would increase by up to 50%. Reducing the time before SET is initiated to the 25th percentile of recorded values would reduce fuel consumption and pollutant emissions by 7–14%, respectively, relative to current operations. Future research should investigate the practicalities of reducing the time before SET initialisation so that additional benefits of reduced fuel loadings, which would decrease fuel consumption across the whole flight, can be achieved.

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31

Lebedev, G. N., V. I. Goncharenko, N. A. Maximov, D. A. Mikhailin, and A. V. Rumakina. "The Method of Operational Planning of Group Actions of Aircraft in the "Air Taxi" Mode." Mekhatronika, Avtomatizatsiya, Upravlenie 22, no. 9 (September 2, 2021): 484–93. http://dx.doi.org/10.17587/mau.22.484-493.

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The article is devoted to the development of algorithms for operational planning of routes for a group of aircraft (AC). We consider group actions of small and unmanned aircraft in the "air taxi" mode, when there is no regular flight schedule between the points of destination, and requests are received "on call" for flights to points whose composition is unknown in advance and is of a random nature. The multicriteria task of planning a group flight in the "air taxi" mode is being solved. The solution to this problem is proposed using the apparatus of the queuing theory, according to which the system under consideration belongs to the class of multichannel queuing systems with waiting. A method for solving the problem of operational planning of aircraft actions is proposed. An algorithm for group target distribution of new claims between aircraft is developed on the basis of a modified minimax criterion for assigning the nearest aircraft for an object with a maximum service time. The developed algorithm is based on the following four main operations: in the first operation, priority unserved targets are selected according to the criterion of assigning a dynamic priority; in the second operation, the formed list is ranked according to another criterion, taking into account the importance and total distance of each ground object from the aircraft group, in three this operation selects the object with the maximum rank, and for it the task of assigning "own" aircraft is solved according to the third criterion of maximum proximity, in the fourth operation the conditions of non-intersection of the group flight routes are checked. A computer model of the system for servicing requests in the air taxi mode has been developed. The developed model makes it possible to analyze various scheduling algorithms, as well as to determine at each step the number of free claims and the number of free and busy aircraft. A comparison is made between the well-known in the theory of queuing and the proposed minimax approaches. It is shown that, in comparison with the known variants of scheduling in the queuing theory, on the basis of the proposed approach, the optimal number of used aircraft is achieved.

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32

Xi, Jiangfeng, Quan Wang, Tongqiang Ding, Lili Zheng, Shengli Wang, and Wei Li. "Research on the Coordinated Design of Bus and Taxi Station." Mathematical Problems in Engineering 2015 (2015): 1–5. http://dx.doi.org/10.1155/2015/372496.

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Rises in the number of transit buses, bus routes, and overall traffic volume in China’s cities, coupled with interference from other transport modes, such as taxis loading and unloading passengers nearby, have led to increasing traffic delays at bus stops, which is considered one of the factors degrading service levels and traffic operations on urban roadways. This paper studies traffic characteristics at bus stops, investigates variations in delay from different types or designs of bus stops, and analyzes the impact of it on traffic capacity, the purpose of which is to propose a solution to predicting the feasibility of an integrated design of bus stops and taxi stands with the help of mathematical models and based on the objectives of optimal traffic operations and passenger transfer.

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33

Sun, Luoyi, Ruud H. Teunter, Guowei Hua, and Tian Wu. "Taxi-hailing platforms: Inform or Assign drivers?" Transportation Research Part B: Methodological 142 (December 2020): 197–212. http://dx.doi.org/10.1016/j.trb.2020.10.001.

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34

Mmakwena, Modipa. "Analysing the impact of taxi violence on commuters in South Africa." Technium Social Sciences Journal 27 (January 8, 2022): 899–911. http://dx.doi.org/10.47577/tssj.v27i1.5116.

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Taxi violence in South Africa was the tool that the apartheid regime used to pursue their interest by dividing the people so that they could acquire what they needed (Sekhonyane and Dugard, 2004:15). Taxi violence is one of the most burning issues faced by Department of Transport, Police, commuters and taxi industry in South Africa. This industry plays a vital role in commuting people to and from work or different destinations, and in most cases it is caught in the wrong doing in terms of fighting for routes where many innocent lives are lost due to infighting. The inability by government to regulate taxi industry is a serious problem for taxi operators, taxi associations, commuters and society. The deregulation of taxi industry brought many problems such as conflict, violence and mafia type assassinations in South Africa. This article focus on preventive measures to curb taxi violence in South Africa. This article utilised qualitative, case study based approach and the approach is supported by analysis of primary and secondary sources. The article further draws on the findings from the world on taxi violence and formulate steps to counteract taxi violence in South Africa. The research based key steps leading to the prevention of taxi violence in South Africa. The first process related to regulation of taxi industry, awareness campaigns on taxi operations, the control of routes and multidisciplinary investigation team should be established to overcome taxi violence in South Africa.

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35

Ning, Wang, Pan Huizhong, and Jiang Jing. "The Current Situation of Electric Taxi Operations in China: Dilemmas and Solutions." Journal of Sustainable Mobility 3, no. 1 (June 1, 2016): 22–45. http://dx.doi.org/10.9774/gleaf.2350.2016.ju.00004.

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36

Fobosi, Dr Siyabulela C. "Covid-19 and Precarity in South Africa’s Minibus Taxi Industry." Social Science, Humanities and Sustainability Research 2, no. 3 (July 12, 2021): p1. http://dx.doi.org/10.22158/sshsr.v2n3p1.

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This article considers covid-19 and precarity in South Africa’s minibus taxi industry. Covid-19 and the resulting national lockdown interrupted the operations of the industry (like other businesses) in South Africa. During the lockdown (from level 5 to level 1), some taxi operators complained that the lockdown resulted in them losing profit. Taxi drivers also complained that they are making less money through taxi fares (noting that each day they give collected fares to taxi owners and keep some of the money for petrol). The labour inspectors of the Department of Employment and Labour (DOEL) continue to find it difficult to exercise their role of inspecting working conditions in the industry. Despite the fact that the DOEL issued a Sectoral Determination for the taxi industry (Basic Condition of Employment Act 95 of 1997, Sectoral Determination 11: Taxi Sector 2005), which specifies basic employment conditions, the industry is still predominantly informal and employees have no job protection. Taxi drivers remain exempt from job-related benefits such as the Unemployment Insurance Fund (UIF), which makes it impossible for them to benefit during difficult times such as Covid-19 and unemployment. Therefore, the virus and the lockdown revealed further the precariousness of taxi drivers and the concerns around making profit by taxi owners.

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37

Zajdel, Albert, Cezary Szczepański, Mariusz Krawczyk, Jerzy Graffstein, and Piotr Masłowski. "Selected Aspects of the Low Level Automatic Taxi Control System Concept." Transactions on Aerospace Research 2017, no. 2 (June 1, 2017): 69–79. http://dx.doi.org/10.2478/tar-2017-0016.

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Abstract Taxiing of manned and remotely piloted aircraft is still performed by pilots without using a system of automatic control of direction and speed. Several reasons have emerged in recent years that make the automation of taxiing an important design challenge. The reasons are: decreased airport capacity due to the growing number of aircraft, poor ground operation conditions during poor visibility conditions, an increase in workload of pilots and air traffic controllers and the integration of simultaneous ground operations of manned and remotely piloted air vehicles. This paper presents selected aspects of the concept of a Low Level Automatic Taxi Control System. In particular, it emphasizes the means of controlling an aircraft during taxiing, accuracy requirements of the system and proposes control techniques. The resulting controller of the system is adaptable for different aircrafts. The actuators and their mechanical connections to available controls are the aircraft specific part and are designed for the particular type – in this case – a general aviation light airplane.

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38

Li, Xu, Bin Lv, Binke Lang, and Qixiang Chen. "Exploring the Cascading Failure in Taxi Transportation Networks." Sustainability 14, no. 20 (October 14, 2022): 13221. http://dx.doi.org/10.3390/su142013221.

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To explore the ability of taxi transportation service capacity in unexpected conditions, based on the taxi GPS trajectory data, this paper presented a taxi transportation network and explored a cascading failure model with the non-linear function of traffic intensity as the initial load. Moreover, the cascading failure conditions for different initial loads with different parameter settings were derived by combining the complex network theory. We verified the ability of taxi transportation networks to withstand unexpected conditions and analyzed the differences and features of taxi transportation service capacity for different areas of Lanzhou city. Three sets of comparative simulation experiments were implemented. The results show that when the initial load regulation factor α < 1/θ, the failure of nodes with smaller initial loads in the network is more likely to cause cascading failure phenomena. When α > 1/θ, the failure of nodes with larger initial loads in the network is more likely to cause cascading failure phenomena. Additionally, when α = 1/θ, there is no significant correlation between whether cascading failure phenomena occur in the network and node loads. This study can provide a prior basis for decision-making in the management of urban taxi operations under different passenger flow intensities.

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39

Jung, Jaeyoung, and Joseph Y. J. Chow. "Effects of Charging Infrastructure and Non-Electric Taxi Competition on Electric Taxi Adoption Incentives in New York City." Transportation Research Record: Journal of the Transportation Research Board 2673, no. 4 (March 31, 2019): 262–74. http://dx.doi.org/10.1177/0361198119837955.

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With major investments in electric taxis emerging around the world, there is a need to better understand resource allocation trade-offs in subsidizing electric vehicle taxis (e-taxis) and investing in electric charging infrastructure. This is addressed using simulation experiments conducted in New York City: 2016 taxi pickups/drop-offs, a Manhattan road network (16,782 nodes, 23,337 links), and 212 charging stations specified by a 2013 Taxi & Limousine Commission study. The simulation is based on a platform used to evaluate taxi operations in California and Seoul. Eleven scenarios are analyzed: a baseline of 7,000 non-electric taxis, five scenarios ranging from 1,000 e-taxis to 5,000 e-taxis, and another five scenarios in which the e-taxis have infinite chargers as an upper bound. The study finds that the number of charging locations recommended in the earlier study may be insufficient at some locations even under the 3,000+ e-taxi scenarios. More importantly, despite an average revenue of $260 per taxi for the 7,000 non-electric taxis and about $247 per taxi for electric taxis over the finite charger scenarios, the revenue gap between e-taxis and non-electric taxis in a mixed fleet increases significantly as the e-taxi share increases. This is because the increasing queue delay imposed on e-taxis gives non-electric taxis an increasing competitive advantage, raising their average revenue from $260 per taxi (1,000 e-taxis) up to $286 per taxi (5,000 e-taxis, 150% revenue gap increase), all other operating costs being equal. This has implications for individual versus whole-fleet policies, as the individual-oriented policies may be less effective.

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40

Chen, Liting, Sebastian Wandelt, Weibin Dai, and Xiaoqian Sun. "Scalable Vertiport Hub Location Selection for Air Taxi Operations in a Metropolitan Region." INFORMS Journal on Computing 34, no. 2 (March 2022): 834–56. http://dx.doi.org/10.1287/ijoc.2021.1109.

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On-demand air mobility services, often called air taxis, are on the way to revolutionize our urban/regional transportation sector by lifting transportation to the third dimension and thus possibly contribute to solving the congestion-induced transportation deadlock many metropolitan regions face today. Although existing research mainly focuses on the design of efficient vehicles and specifically battery technology, in the near future, a new question will arise: Where to locate the vertiports/landing pads for such air taxis? In this study, we propose a vertiport location selection problem. In contrast to existing studies, we allow the demand to be distributed over the whole metropolitan area, modeled as a grid, and exclude certain grid cells from becoming hubs, for example, because of safety/geographical constraints. The combination of these two contributions makes the problem intriguingly difficult to solve with standard solution techniques. We propose a novel variable neighborhood search heuristic, which is able to solve 12 × 12 grid instances within a few seconds of computation time and zero gaps in our experiments, whereas CPLEX needs up to 10 hours. We believe that our study contributes toward the scalable selection of vertiport locations for air taxis. Summary of Contribution: The increasing interest in opening the third dimension, that is, altitude, to transportation inside metropolitan regions raises new research challenges. Existing research mainly focuses on the design of efficient vehicles and control problems. In the near future, however, the actual operation of air taxis will lead to new set of operations research problems for so-called air taxi operations. Our contribution focuses on the optimization of vertiports for air taxi operations in a metropolitan region. We choose to model the problem over a grid-like demand structure, with a novel side constraint: selected grid cells are unavailable as hubs, for example, because of environmental, technical, cultural, or other reasons. This makes our model a special case in between the two traditional models: discrete location and continuous location. Our model is inherently difficult to solve for exact methods; for instance, solving a grid of 12 × 12 grid cells needs more than 10 hours with CPLEX, when modeled as a discrete location problem. We show that a straightforward application of existing neighborhood search heuristics is not suitable to solve this problem well. Therefore, we design an own variant of mixed variable neighborhood search, which consists of novel local search steps, tailored toward our grid structure. Our evaluation shows that by using our novel heuristic, almost all instances can be solved toward optimality.

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41

Chen, Tong, and Shinya Hanaoka. "Improvement of Airport Surface Operation at Tokyo International Airport Using Optimization Approach." Aerospace 9, no. 3 (March 7, 2022): 145. http://dx.doi.org/10.3390/aerospace9030145.

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Congestion and delays occur on airport surfaces as a result of a rapid increase in the demand for air transport. The aim of this study is to determine the differences between optimized and observed operations to improve airport surface operation at Tokyo International Airport by using mixed-integer linear programming to minimize the total ground movement distance and time based on real-time flight information. Receding horizon schemes are considered to adapt to dynamic environments. The model obtains results that reduce the taxi distance by 18.54% and taxi time by 29.77% compared with the observed data. A comparison of taxiway usage patterns between the optimization results and observed data provides insight into the optimization process, for example, changes in runway cross strategies and taxiway direction rules. Factors such as the objective function weights and airline–terminal relationship were found to significantly affect the optimization result. This study suggests improvements that can be made at airports to achieve a more efficient surface operation.

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42

Ma, Xian Min, and Ni Liu. "Application of Artificial Fish-Swarm Algorithm in the Optimization for Taxi Dispatching System." Advanced Materials Research 760-762 (September 2013): 1831–35. http://dx.doi.org/10.4028/www.scientific.net/amr.760-762.1831.

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Currently, the taxi empty crossing probability (ECP) is high, while taking a taxi is very difficult for people. This phenomenon is largely caused by the extensive mode of taxi operations. Aiming at this problem, a kind of intelligent optimization method based on the Artificial Fish-swarm Algorithm (AFSA) is proposed for taxi scheduling in this paper. Firstly, the design of this intelligent taxi dispatching system is introduced, and the taxi scheduling method based on grid dispatching algorithm is described simply. Then the method of using the AFSA to optimize the global distribution of empty taxis is mainly introduced. The purpose of this optimization method is to make the distribution of empty taxis consistent to the current distribution of passengers predicted according to the historical scheduling data. Finally, the effectiveness of the AFSA optimization method is verified by the taxis and passengers distribution which is obtained through MATLAB simulation. Moreover, this method has a better global optimizing effect compared with the method of using the Particle Swarm Optimization (PSO) algorithm to optimize the taxis distribution.

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43

Xie, Jun, Yu (Marco) Nie, and Xiaobo Liu. "Testing the proportionality condition with taxi trajectory data." Transportation Research Part B: Methodological 104 (October 2017): 583–601. http://dx.doi.org/10.1016/j.trb.2017.05.003.

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44

McKelvey, Robert K. "Colour Dependence and Surplus Information in Airport Visual Aids During VFR Operations." Journal of Navigation 40, no. 2 (May 1987): 206–26. http://dx.doi.org/10.1017/s037346330000045x.

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Airport visual aids are examined for failure of transfer from chromatic (i.e. normal) to achromatic viewing situations which would suggest a non-redundant use of colour, and for their information value during VFR (visual flight rule) operations as a function of the airport operating classification for which they were designed. From photographs taken under visual meteorological conditions at night, slide sequences representing the visual presentations associated with aircraft movements during taxi-out, take-off, approach and landing operations were prepared and shown to experienced pilots in a time-stressed forced-choice procedure. The results suggest that among displays in current use only the signal light from the control tower is completely colour-dependent. Also, the information value of some taxi-way and approach lighting components might be questioned. An argument is presented for a ‘building-blocks’ review of the airport visual-aids system that could in some cases result in improved relationships between economy of display content and information value.

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45

Hsieh, I.-Yun Lisa, Ashley Nunes, Menghsuan Sam Pan, and William H. Green. "Recharging systems and business operations to improve the economics of electrified taxi fleets." Sustainable Cities and Society 57 (June 2020): 102119. http://dx.doi.org/10.1016/j.scs.2020.102119.

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46

Tang, Xindi, Meng Li, Xi Lin, and Fang He. "Online operations of automated electric taxi fleets: An advisor-student reinforcement learning framework." Transportation Research Part C: Emerging Technologies 121 (December 2020): 102844. http://dx.doi.org/10.1016/j.trc.2020.102844.

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47

Bauer, Michael, Daniel Redmann, and Lis Weilandt. "ATEFA - A first German approach on UAM community noise and air-taxi certification." INTER-NOISE and NOISE-CON Congress and Conference Proceedings 263, no. 6 (August 1, 2021): 746–51. http://dx.doi.org/10.3397/in-2021-1638.

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Urban air mobility (UAM) includes larger air taxis, driven by multiple distributed propellers or fans, installed in a fixed configuration or as tilted wings/engines. These novel electric air vehicles will always generate tonal and broadband noise, in some cases with components from a specific installation situation. In any case, noise will propagate to the ground, into high populated areas of large cities or into their urban environment, individually depending on the operational situation of air taxi use. Some of the populated areas, where no significant noise from air traffic has been observed so far, will be exposed to this new type of aircraft noise. ATEFA, as the first German national funded research project on UAM community noise, aims to provide first answers. Three selected air taxi concepts, strongly differing acoustically from each other, will be technically described and their noise emissions will be modeled and predicted. Air taxi operations will be simulated by generic traffic scenarios in a selected area of southern Germany, and community noise near vertiports, but also "en-route" along the flight paths, will be computed. Beside this, noise certification aspects will be assessed regarding metrics and procedures and compared to a light low-noise helicopter as reference aircraft.

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48

Yu, Jiayi Joey, Christopher S. Tang, Zuo-Jun Max Shen, and Xiqun Michael Chen. "A Balancing Act of Regulating On-Demand Ride Services." Management Science 66, no. 7 (July 2020): 2975–92. http://dx.doi.org/10.1287/mnsc.2019.3351.

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Regulating on-demand ride-hailing services (e.g., Uber and DiDi) requires a balance of multiple competing objectives: encouraging innovative business models (e.g., DiDi), sustaining traditional industries (e.g., taxi), creating new jobs, and reducing traffic congestion. This study is motivated by a regulatory policy implemented by the Chinese government in 2017 and a similar policy approved by the New York City Council in 2018 that regulate the “maximum” number of registered Uber/DiDi drivers. We examine the impact of these policies on the welfare of different stakeholders (i.e., consumers, taxi drivers, on-demand ride service company, and independent drivers). By analyzing a two-period dynamic game that involves these stakeholders, we find that, without government intervention, the on-demand ride service platform can drive the traditional taxi industry out of the market under certain conditions. Relative to no regulations and a complete ban policy, a carefully designed regulatory policy can strike a better balance of multiple competing objectives. Finally, if a government can reform the taxi industry by adjusting the taxi fare, then lowering the taxi fare instead of imposing a strict policy toward on-demand ride services can improve the total social welfare. This paper was accepted by Serguei Netessine, operations management.

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49

Babicheva, Tatiana, and Wilco Burghout. "Empty vehicle redistribution in autonomous taxi services." EURO Journal on Transportation and Logistics 8, no. 5 (December 2019): 745–67. http://dx.doi.org/10.1007/s13676-019-00146-5.

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50

Lala, Andi, Eman Suparman, and Amin Purnawan. "Legal Protection of Online Taxi-bike Driver from Work Accident in Indonesia." Scholars International Journal of Law, Crime and Justice 5, no. 6 (June 21, 2022): 223–30. http://dx.doi.org/10.36348/sijlcj.2022.v05i06.007.

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Rapid technological developments have implications for the development of online transportation modes, one of which is Taxi-bike online. Many online Taxi-bike transportation drivers generally carry out professions with the status of a partnership relationship pattern with the company as the partnership is regulated in a civil law agreement. The pattern of relationships that occur between online Taxi-bike drivers and companies that are not based on a working relationship has an impact on the invalidity of Law Number 13 of 2003 concerning Employment, one of which is related to the absence of legal certainty over guaranteed work safety protection for online Taxi-bike drivers. This research provides an understanding of how online Taxi-bike drivers stand with companies and how to guarantee legal protection for work safety for online Taxi-bike drivers according to regulations in Indonesia. The research method in this research is normative juridical with the approach of library materials or secondary data. The results of this study indicate that first, the Taxi-bike company as a partnership-based transportation company has not provided guaranteed protection for the recognition of legal status for its working partners, in this case, the online Taxi-bike driver. Second, there is no regulation on work safety guarantees for online Taxi-bike drivers that are based on partnerships or have not been regulated in laws and rules, so this reason is used as the basis for online transportation companies not to provide compensation or compensation when an accident occurs to online Taxi-bike drivers.

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