东大多机场超过一小时taxiing times

https://www.scmp.com/economy/china-economy/article/3357735/time-wasting-taxiing-sparks-turbulence-chinese-airports https://www.scmp.com/economy/china-economy/article/3357735/time-wasting-taxiing-sparks-turbulence-chinese-airports Passengers arriving at major aviation hubs complain about long trips to terminals. Reading time: 3 min read 对于抵达中国一些最繁忙机场的旅客来说，飞机落地并不意味着旅程结束。 近年来，关于机场滑行时间过长的抱怨不断增加，给机场运营方带来了越来越大的压力。一些乘客反映，飞机落地后在地面等待和滑行的时间，甚至足以媲美一段短途航班的飞行时长。随着中国即将迎来暑期出行高峰，旅客对于“已经着陆却迟迟无法下机”的不满情绪正在持续升温。 在中国旅客吞吐量排名第二的机场——广州白云国际机场，近期不少旅客发现自己在飞机落地后仍被困在机舱内近一个小时。有报道称，一架从重庆飞来的航班在落地后花了58分钟才从跑道滑行至指定登机口，引发了乘客的不满。许多人认为，既然飞机已经着陆，旅程本应早已结束。 问题的一部分原因在于机场规模过于庞大。在某些情况下，飞机从机场一侧跑道降落后，需要滑行超过15公里才能到达指定机位。类似的投诉也出现在北京首都国际机场。在航班繁忙或天气不佳时，首都机场的滑行时间据称可长达70分钟。 长期以来，中国高铁一直是民航最强大的竞争对手之一，尤其是在北京—上海、上海—广州等热门线路上。去年，仅京沪高铁就完成了约5500万人次客运量，而同期京沪航空旅客数量仅约800万人次。 更值得注意的是，即使票价上涨，许多旅客依然选择高铁出行。 2026年5月26日，京沪高铁正式上调票价，这是自2011年开通以来第二次票价调整。北京南站至上海虹桥站二等座公布票价上限由662元上涨至794元，涨幅约20%；部分从上海站始发的车次最高票价甚至达到807.6元。 即便如此，许多旅客仍然认为高铁更加便利。一方面，高铁实行灵活票价机制，实际支付价格往往会根据客流、季节、发车时间和列车型号等因素低于公布上限；另一方面，旅客还可以避免机场安检排队、登机延误、提取行李以及如今越来越令人头疼的落地后长时间滑行问题。 对于航空公司而言，这正在成为一个严峻挑战。 虽然飞机在空中的速度依然远快于高铁，但旅客越来越倾向于按照“门到门”的总耗时来衡量出行效率，而不仅仅是飞行时间本身。一趟航班即便准点降落，如果随后还要在机场地面缓慢滑行一个小时，其速度优势很容易被大幅削弱。 面对不断增加的抱怨，各大机场也正在积极寻求解决方案。广州白云国际机场已经成立专项工作组，研究减少滑行延误的措施；北京机场方面也正在推进相关升级工程，以改善飞机运行效率并提升旅客整体出行体验。 For many travelers arriving at some of China’s busiest airports, landing is no longer the end of the journey. Growing complaints about lengthy taxiing times are putting pressure on airport operators, with some passengers reporting waits on the ground that rival the duration of short-haul flights. As China prepares for its busy summer travel season, frustrations are mounting over delays that occur after aircraft have already touched down. At Guangzhou Baiyun International Airport, China’s second-busiest airport by passenger traffic, travelers have recently found themselves stuck onboard for nearly an hour after landing. One flight from Chongqing reportedly spent 58 minutes taxiing from the runway to its assigned gate, triggering complaints from passengers who felt their journey should have ended much sooner. The issue is partly a consequence of the airport’s enormous size. In some cases, aircraft landing on one side of the airport must travel more than 15 kilometers to reach their assigned gate. Similar complaints have emerged from Beijing Capital International Airport, where taxiing times can reportedly stretch to 70 minutes during periods of heavy traffic or poor weather. China’s high-speed rail network has long been one of aviation’s biggest competitors, especially on routes such as Beijing-Shanghai and Shanghai-Guangzhou. Last year, around 55 million passenger trips were made by train between Beijing and Shanghai, compared with only about 8 million by air. What’s remarkable is that passengers continue to choose trains despite a recent fare increase. On May 26, 2026, the Beijing-Shanghai High-Speed Railway raised its published ticket prices by 20%, the second such adjustment since the line opened in 2011. The maximum published price for a second-class seat between Beijing South and Shanghai Hongqiao rose from 662 yuan to 794 yuan, while some departures from Shanghai Station can reach 807.6 yuan. Even so, many travelers still view high-speed rail as the more convenient option. The actual ticket price often remains lower due to flexible discounts based on demand, season, departure time, and train type. More importantly, passengers can avoid airport security queues, boarding delays, baggage waits, and now increasingly lengthy taxiing times after landing. For airlines, this is becoming a serious challenge. Flying may still be faster in the air, but travelers increasingly judge their journeys based on total travel time from departure to arrival. A flight that lands on schedule but then spends another hour crawling across the airport can quickly lose its advantage. Airport operators are scrambling to improve the situation. Guangzhou Baiyun has established a task force to reduce taxiing delays, while Beijing airport authorities are working on upgrades to improve aircraft movements and passenger experience.

PEK T3 晚上落地，CA自己的飞机都得绕一周 一个半小时首都机场夜游不是梦

怎么找taxiing time短的？

国内的飞机没救的，各种航空管制，晚点，不走廊桥要摆渡车，着陆后坐牢。。。。。能不坐就不坐

大机场跑道数过多了，还不让横穿跑道，那就滑到跑道尽头绕过去；落在最外侧跑道，可不是要滑到地老天荒。（图来自xhs） /uploads/short-url/lj9IqQ1StPtInmAeGfRbezPpTcw.jpeg?dl=1

坐飞机只坐小机场的

和部级干部同飞机，或者坐C919

坐新八旗一号

白云T3 建成的时候没考虑到这问题吗

本来是by design的，CZ整CA用，结果踢到铁板了

白菜老巢和野鸡老巢哪个更可怕 垂航老巢就不说了，经常需要徒步马拉松然后在传送带旁边罚站等行李

pek那是真抽象，西跑滑行半小时到T3，等行李还得一小时

PVG还有巨慢的托运行李，商务舱也能一小时以上。还好打航似乎不用卫星楼或者远机位。

现在CA从北京过来基本会落东边了 估计有领导不满意

对，踢到铁板了，现在京广合理多了 还是不能惹着领导

我平常都飞PKX，被PEK整怕了