Taxi-distance

AF-04 Design Runways, Taxiways, Ramps Terminals to Reduce Aircraft Taxiing Distances... 

AF-03 Design Airside Layout to Reduce Aircraft Delay and Surface Vehicle Congestion AF-04 Design Runways, Taxiways, Ramps Terminals to Reduce Aircraft Taxiing Distances AF-05 Consider Longer Runways to Reduce the Use of Reverse Thmst AF-06 Install or Expand Hydrant Fueling System... 

To construct dissimilarity measures, one uses mismatches Here a + b is the Hamming (Manhattan, taxi-cab, city-block) distance, and a + h) is the Euclidean distance. 

Hamming, Manhattan, taxi-cab, city-block distance (a + fc) ... 

In the case of r = 2 we obtain the ordinary Euclidean distance of eq. (31.75), which is also called the L2-norm. In the case of r = 1 we derive the city-block distance (also called Hamming-, taxi- or Manhattan-distance), which is also referred to as... 

To summarize, the time needed to cross the border, that is, the border transfer velocity, depends on both the individual mobility on foot (diffusivity) and the quality of the roads (viscosity). Or stated differently the distance from the border where the passengers leave the taxi since the speed of the cars (water movement) drops below the speed of the individual pedestrian (molecular transport), depends on the relative size of pedestrian mobility and car mobility. Transfer velocities are large for fast runners and permeable road systems and small for physically handicapped passengers and narrow streets. 

Distances with C = 1 are especially useful in the classification of local data as simple as in Fig. 5-12, where simply d( 1, 2) = a + b. They are also known as Manhattan, city block, or taxi driver metrics. These distances describe an absolute distance and may be easily understood. With C = 2 the distance of Eq. 5-7, the EUCLIDean distance, is obtained. If one approaches infinity, C = oo, in the maximum metric the measurement pairs with the greatest difference will have the greatest weight. This metric is, therefore, suitable in outlier recognition. 

A geometric interpretation follows from mapping the n x n fee-matrices B onto points P(B) in an n2-dimensional euclidean space. There D(B, E) is the Lt-distance, the city block -or taxi driver -distance, between P(B) and P(E). Thus an FIEM(A) corresponds to a lattice of points in an n2-dimensional euclidean space. The reaction matrices correspond to vectors between the fee-points [9,19,33]. 

Below there was land—houses, a village, a road junction and the dull brown line of a railway. Off to the left, a tan-colored square building with a tower sat on a little hill—one of the fortified police stations which dot the Palestine landscape. The plane swooped to a perfect landing, taxied briskly to a stop some distance from the big administration building. The refueling truck was rolling up even before the gangway was ready for us. 

Variable cost/distance should consider energy and labor costs. Distance/trip may be irrelevant, especially if a bus system can replace a taxi system. ... 

As the shoplifter is getting out of the taxi, the distance between him and the police is one block. It is known that if the taxi had not stopped, the policeman would have caught up to the shoplifter in 10 min (from the time he got in the taxi). 

Initially, the PF expects that the next airport way-point is either a regular taxiway or a runway crossing. In the former case the PF proceeds taxiing and in the latter case the PF may have the SA that crossing is allowed. The characteristics of the visual monitoring process of the PF depend on the intent SA. In case of awareness of a conflict, either due to own visual observation or due to a controller call, the PF stops the aircraft, unless it is already within a critical distance from the runway centre-line. Further details of taxiing aircraft PF model are given by (Stroeve et al., 2(X)3). 

Two types of ATC alerts are included in the model a stopbar violation alert and a runway incursion alert. A stopbar violation alert is presented to the controller if surveillance data indicates that an aircraft has passed an active stopbar. There is a probability that the stopbar violation alert system does not function, implying that there will be no alert. A runway incursion alert is presented to the controller if radar surveillance data indicates that the taxiing aircraft is within a critical distance of the runway centre-line and the taking-off aircraft has exceeded a velocity threshold in front of the runway crossing. There is a probability that the runway incursion alert system does not function, implying that there will be no alert. 

Figure 7 shows the accident risk as function of the position of the runway crossing with respect to the runway threshold. The probability of a collision decreases for positions of the crossing distances further from the threshold. Figure 7 also shows the decomposition of the total risk for the cases that the pilot flying of the taxiing... 

Based on results of the accident risk model, it is possible to attain insight in the accident risk reducing performance of involved human operators and technical systems. Table 2 shows conditional collision risks for the situation that an aircraft taxies towards a runway crossing at a distance of 1000 m from the runway threshold while the pilot has the situation awareness to taxi on a normal taxiway. The conditional collision risks in Table 2 refer to cases where the model either does ( yes ) or does not ( no ) involve the indicated human operators actively monitoring for traffic conflicts. A risk reduction percentage is determined by comparing the... 

We now turn to the question of the elongation of the Rouse chain in the MdM flow and sketch the evaluation of the end-to-end distance along the Taxis [11]. 

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