Performance | Airport statistics. Archive:Air transport statistics at regional level. This Statistics Explained article is outdated and has been archived - for recent articles on transport see here. Data from March 2011, most recent data: Further Eurostat information, Main tables and Database. The rapid growth of air transport has been one of the most significant developments in the transport sector, both in Europe and all over the world.
Intra-EU air transport of passengers (including domestic flights) more than doubled between 1995 and 2009. The events of 11 September 2001 stalled growth in 2002, but it rapidly bounced back. The liberalisation of the air transport market in the EU greatly helped this development, most evident in the expansion of low-cost airlines. Table 1: Top 20 NUTS 2 regions with highest number of air passengers, 2009 - Source: Eurostat (tran_r_avpa_nm) Table 1 (continued): Top 20 NUTS 2 regions with highest number of air passengers, 2009 continued - Source: Eurostat (tran_r_avgo_nm) Main statistical findings Data sources and availability Context Database. QMSS e-Lessons | Validity and Reliability. For every dimension of interest and specific question or set of questions, there are a vast number of ways to make questions.
Although the guiding principle should be the specific purposes of the research, there are better and worse questions for any particular operationalization. How to evaluate the measures? Two of the primary criteria of evaluation in any measurement or observation are: Whether we are measuring what we intend to measure.Whether the same measurement process yields the same results. These two concepts are validity and reliability. Reliability is concerned with questions of stability and consistency - does the same measurement tool yield stable and consistent results when repeated over time. Say you have a piece of wood that is 2 1/2 feet long. Validity refers to the extent we are measuring what we hope to measure (and what we think we are measuring). To apply these concepts to social research, we want to use measurement tools that are both reliable and valid. Reliability. Taxation of aircraft fuel - European commission. Council Directive 2003/96/EC provides for a mandatory exemption from the harmonised excise duty for energy products supplied for use as fuel for the purpose of air navigation other than in private pleasure-flying.
However, it introduced for the first time provisions which allow Member States to tax aviation fuel for domestic flights and, by means of bilateral agreements, fuel used for intra-Community flights. In such cases, Member States may apply a level of taxation below the minimum level set out in this Directive. Tax exemption of aircraft fuel contained in the tanks of an aircraft arriving at a Community airport is based on the provisions of the 1944 Chicago Convention. However, the exemptions granted to aircraft fuel, loaded to a carrier at an EC airport, are granted on the basis of bilateral Air Service Agreements concluded between Member States and third Countries and among Member States themselves. (403 kB) ).
Statistics. Report on fuel and air transport - fuel_report_final.pdf. Specific Fuel Consumption. To move an airplane through the air, a propulsion system is used to generate thrust. The amount of thrust an engine generates is important. But the amount of fuel used to generate that thrust is sometimes more important, because the airplane has to lift and carry the fuel throughout the flight. Engineers use an efficiency factor, called thrust specific fuel consumption, to characterize an engine's fuel efficiency. "Thrust specific fuel consumption" is quite a mouthful, so engineers usually just call it the engine's TSFC. What does TSFC mean? The fuel consumption of TSFC is "how much fuel the engine burns each hour. " Mathematically, TSFC is a ratio of the engine fuel mass flow rate mdot f to the amount of thrust F produced by burning the fuel: TSFC = mdot f / F If we divide both numerator and denominator by the engine airflow mdot 0, we obtain another form of the equation in terms of the fuel to air ratio f, and the specific thrust Fs.
TSFC = f / Fs Activities: Navigation .. How much fuel does an international plane use for a trip. A plane like a Boeing 747 uses approximately 1 gallon of fuel (about 4 liters) every second. Over the course of a 10-hour flight, it might burn 36,000 gallons (150,000 liters). According to Boeing's Web site, the 747 burns approximately 5 gallons of fuel per mile (12 liters per kilometer). This sounds like a tremendously poor miles-per-gallon rating! But consider that a 747 can carry as many as 568 people. Let's call it 500 people to take into account the fact that not all seats on most flights are occupied. A 747 is transporting 500 people 1 mile using 5 gallons of fuel.
These links will help you learn more: The European AIS Database: Introduction to EAD Basic - Home - EAD Basic. Consumption of energy. Data from August 2012. Most recent data: Further Eurostat information, Main tables and Database. Table 1: Gross inland consumption of primary energy, 2000-2010(million tonnes of oil equivalent) - Source: Eurostat (ten00086) Table 2: Final energy consumption, 2000-2010(million tonnes of oil equivalent) - Source: Eurostat (ten00095) Figure 2: Energy intensity of the economy, 2000 and 2010(kg of oil equivalent per EUR 1 000 of GDP) - Source: Eurostat (t2020_32) Figure 3: Final energy consumption, EU-27, 2010 (1)(% of total, based on tonnes of oil equivalent) - Source: Eurostat (tsdpc320) Figure 4: Energy consumption by transport mode, EU-27, 2000-2010(2000=100, based on tonnes of oil equivalent) - Source: Eurostat (tsdtr250) In tandem with supply-side policies, the EU has launched a number of initiatives which aim to increase the efficiency of energy use, reduce energy demand and attempt to decouple it from economic growth.
Main statistical findings Consumption End-users Context See also Main tables. Transport energy consumption and emissions. Data from 2006. Most recent data: Further Eurostat information, Main tables and Database. Although both the environment and energy are issues in their own right, they clearly come together when looking at the subject of transport sustainability, for consumption and emissions are fairly closely linked: what goes into the fuel tank comes out of the exhaust pipe in the form of emissions.
Figure 1: Importance of transport in total primary energy supply and in total CO2 emissions, EU-25, United States and Japan, 2004 (%) Table 1: Evolution of energy consumption by transport mode, 1990-2004, Member States (in thousand toe) Table 2: Evolution of final energy consumption in transport, by transport mode, 1990-2004, EU-25 (in million toe) Figure 2: Evolution of energy consumption of main fuels by transport mode, EU-25 (in thousand toe) Main statistical findings Energy consumption Air transport second largest energy consumer after road transport Energy consumption grew fastest in air transport Emissions.
Air transport statistics. Data from November 2011. Most recent data: Further Eurostat information, Main tables and Database. Figure 1: 2009/2010 growth in total passenger air transport by Member State (in %) Source: Eurostat (avia_paoc) Figure 2: EU-27 monthly growth in air passenger transport, 2009/2010 and 2010/2011 Source: Eurostat (avia_paoc) Table 1: Intra-EU traffic at country level: top-10 country pairs represent 42 % of 2010 intra-EU traffic Source: Eurostat (avia_paoc) Table 2: Overview of EU-27 air passenger transport by Member States in 2010: passengers carried (in 1000) Source: Eurostat (avia_paoc) Table 3: Top airports in the EU27 in terms of total passengers carried in 2010 Source: Eurostat (avia_paoa) Table 4: Overview of EU27 air freight and mail transport by Member States in 2010: freight and mail carried (in tonnes) Source: Eurostat (avia_gooc) Table 5: Top 20 airports in the EU27 in terms of total freight and mail carried in 2010 (in tonnes) Source: Eurostat (avia_gooa) Main statistical findings.
Aviation and the Global Atmosphere: A Special Report of IPCC Working Groups ... - Google Books. Untitled - 2006-06_aviation_clearing_the_air_myths_reality.pdf. Aviation and climate change. The European Union (EU) is responsible for about half of the CO2 emissions generated by international air transport in developed countries. Air transport emissions are likely to increase rapidly in the future if there is no policy response in this area.
This situation could compromise European objectives for combating climate change. In this Communication, the Commission looks at new and existing means and instruments for reducing greenhouse gas emissions in the air transport sector. Tapping the potential of existing policies The Commission proposes continuing and extending research in aeronautics, particularly under the Seventh Framework Programme for Research. The Commission also suggests improving air traffic management, particularly by implementing the " Single European Sky " and SESAME initiatives. Furthermore, in the area of fuel taxation, the Commission takes the view that Member States should eventually remove the exemption traditionally applied to the aviation sector.
Environment - Transport. Is civil aviation a major CO2 problem ? The aviation impact on climate change mainly stems from CO2, NOx and contrails and cirrus clouds. CO2 emissions are by far largest. Aviation is estimated to account for 2(-3)% of CO2 emissions and forecasts estimates that it will be around 4% in 2050. Therefore, aviation cannot be considered as a major contributor to climate change but aviation shall also reduce its impact on climate change.
Aviation is expected grow 4-5% per year in Europe over the next years with a doubling of traffic around 2020. A comprehensive approach is therefore needed. High priority is given to "the greening of air transport" in the 7th Framework Programme for RTD. The three streams should be followed simultaneously as they complement each other. Other actions are taken in addition to the three main streams just mentioned. Air Quality. Flying into the future: air transport policy in the European Union. MEthodology for Framework programmes' Impact aSsessment in TranspOrt - Transport - Research & Innovation. State of the Art - Background The European Commission has, for some years, supported research and technology development for different modes of transport in order to improve European transport capabilities. MEFISTO is supporting the EC by performing an impact analysis which relies on a comprehensive set of data and personal feedback from European actors in aeronautics research.
The impact analysis is concentrating on the aeronautical transport sector. The methodology will be validated by feedback from the aeronautical sector, but should be so general that it can be used and subsequently transferred to other transport sectors. Objectives The prime objectives of MEFISTO are: - to provide a methodology for assessing the impact of the Fifth and Sixth Framework Programmes (FP5 and 6) in the transport domain; - to provide a validated methodology for impact assessment of EU support to other transport modes and to make recommendations for FP7. - a driving effect; - a structuring effect; Expected Results.
Environmental Policy in the European Union - John McCormick - Google Books.