CNN (Cable News Network) is an American news-based pay television channel owned. Anchor Carol Lin was on the air to deliver the first public report of the event. That is the World Trade Center, and we have unconfirmed reports this. Later that month, CNN launched a new promotional campaign, 'Facts First',.
This article analyses recent data on air transport in the, both for passengers and freight and mail. It presents data on air passengers transported, showing the slight increase observed at EU-28 level between 2017 and 2018. The role of air transport in freight transport is less pronounced, as aircraft are an expensive in terms of and only competitive for longer distances and relatively light high-value or perishable goods.The article distinguishes national (domestic), and transport, and also takes a look at the relative importance and ranking of airports. Figure 1: 2017/2018 growth in total passenger air transport by Member State (in%)Source:In 2018, London/Heathrow remained the largest EU-28 airport in terms of passenger transport. Frankfurt Main became the main European airport for freight and mail after 3 consecutive years where Paris/Charles de Gaulle was on the top (see tables 3 and 5).Figure 2 shows the year-on-year monthly growth in air passenger transport for 2018 in the EU-28. It underlines the continued growth in air transport passengers in 2018: the four quarters of 2018 show an increase of the growth compared to the corresponding quarters of 2017 (+6.8%, +5.7%, +5.1% and +6.9% respectively).
Table 2: Intra-EU traffic at country level: top-10 country pairs represent 40% of 2018 intra-EU trafficNote: See methodological notesSource:Map 1 gives an overall picture of the extra-EU market. With a 18% increase between 2017 and 2018, ‘North Africa’ is the partner world region with the highest increase for EU passenger transport. The highest and continued decrease of Australia – 7.8% could be partially linked to the increase in Middle East (+5.9%) – more passengers taking indirect flight to Australia changing in Near and Middle East airports. ‘Asian Republics of the Ex-USSR ‘ also recorded an important increase after a several years decrease +15.1%.
Air freight and mail transport: increasing international transport between 2017 and 2018The growing importance of the international transport segment is reflected in air freight and mail transport figures at EU level. Growths of 1.9% and 2.5% were recorded for total transport and extra-EU transport respectively in 2018 compared with 2017. Compared with previous year where an increase of 4.9% and 1.6% were recorded, domestic and intra-EU freight and mail transport recorded decreases of 0.7% and 0.5% between 2017 and 2018. Table 4 shows that the evolution of freight and mail transport by air between 2017 and 2018 varies significantly at country level, with growths ranging from -14.2% in Bulgaria, to +40.3% in Greece. Table 4: Overview of EU-28 air freight and mail transport by Member States in 2018: freight and mail loaded/unloaded (in tonnes)Source:In the EU-28, Paris/Charles de Gaulle became the second largest European airport for freight and mail after three consecutive years at the top.
Frankfurt Main became the main European airport in terms of freight and mail loaded/unloaded. Among the top 20 airports, seven countries registered a decrease between 2017 and 2018 in terms of total freight and mail loaded/unloaded, particularly London/Stansted airport that recorded a decrease of 5.3%; -5.0% in number of freight flights.Frankfurt-Hahn shows an increase of 33.9% in terms of freight and mail loaded/unloaded between 2017 and 2018. Data sourcesMain definitionsThe definitions used for air transport statistics are included in of 31 July 2003 implementing of 27 February 2003 on statistical returns in respect of the carriage of passengers, freight and mail by air.
The main definitions are the following:. On Flight Origin and Destination (OFOD):Traffic on a commercial air service identified by a unique flight number subdivided by airport pairs in accordance with the point of embarkation and point of disembarkation on that flight. This is linked to the definition of passengers carried. Passengers carried:Refers to all passengers on a particular flight (with one flight number) counted once only and not repeatedly on each individual stage of that flight.
It includes all revenue and non-revenue passengers whose journey begins or terminates at the reporting airport and transfer passengers joining or leaving the flight at the reporting airport as well as transfer passengers. Direct transit passengers are excluded. Passengers on board (data for Turkey):Refers to all passengers on board of the aircraft upon landing at the reporting airport or at taking off from the reporting airport. It includes all revenue and non-revenue passengers on board an aircraft during a flight stage as well as direct transit passengers (counted at arrivals and departures). Freight and mail loaded/unloaded:All freight and mail loaded onto or unloaded from an aircraft. This excludes direct transit freight and mail.
In principle, information provided in this article is based on On Flight Origin/Destination (OFOD) data. Only when OFOD data have not been reported have airport declarations been used. Airport coverage:In principle, this article covers air transport to and from any airports in the reporting countries with more than 150 000 passengers annually.Notes on some reporting countries. Turkey: only provides flight stage data (Dataset A1) (in which there is no information on passenger carried and freight and mail loaded/unloaded) and airport declarations (Dataset C1) in which the partner airport is not provided. National and international transport cannot be calculated. Iceland: Break in time series: As of 2018, Iceland data include data on three airports: Akureyri, Keflavik and Reykjavik.Double counting: the national aggregates and total intra-EU-28 aggregates exclude any double counting.
It includes all the departures figures reported plus 'a part of' arrivals declarations, 'a part of' including those arrivals declarations for which the corresponding departures declarations of the partner airport are missing.Table 1: the figures (and related shares) for the countries flows have been calculated by excluding the double counting at country-to-country route level. The figures are derived from table aviapaocc; the double counting for identical routes is excluded in order to obtain the correct total for country pairs.
The data can be extracted from the aviation domain of the Eurostat on-line database or obtained upon request.Map 1: the component countries comprising the world regions as defined for this map are based on the used by for external trade statistics. The components of each world region can be extracted from the aviation domain of the Eurostat on-line database or obtained upon request. Some care should be taken in drawing conclusions as regards world regional shares due to the fact that passengers who either stop-over or change planes en-route will be allocated to the country in which they made their connections and not to the country of first origin or final destination.Map 2: the total figures for each pair of airports have been calculated by adding together the ‘Departures’ declarations of the two airports concerned.Map 3: the share of total transport represents, for each candidate country and each EFTA country, the share of total transport to/from EU countries. As indicated under the maps, transport to/from EU countries is sometimes estimated on the basis of mirror EU declarations.
On January 1st 2015, a new edition of IATA's Dangerous Goods Regulations came into effect. Additionally, on January 8th its first addendum was posted. This article will highlight the most significant changes that have been included in the DGR.
List of Dangerous Goods
Several new entries have been added, including UN 3507 Uranium hexafluoride, radioactive material, excepted package, UN 3508 Capacitor, asymmetric and 17 entries for adsorbed gases (for which a new definition is included in Section 3).
The Proper Shipping Name has been changed for a few entries). For example, air bag inflators, air bag modules and seat belt pretensioners are no longer used as PSN and must be identified as UN 0503 Safety devices, pyrotechnic or UN 3268 Safety devices electrically initiated. Similarly, asbestos-related entries now only have two acceptable PSN: Asbestos, amphibole (UN 2212) or Asbestos, chrysotile (UN 2590).
Articles (such as batteries or mercury contained in manufactures articles) are no longer assigned packing groups; instead, requirements for specific packaging performance levels are addressed within the applicable packing instruction.
Marking & Labelling
The dimensions for labels and marks have been clearly specified; most of them must have a square shape, with a 100 mm side. For hazard labels, the line inside the edge forming the diamond must be at least 2 mm wide. However, keep in mind that labels conforming to the specifications of the 55th Edition of the DGR will still be acceptable until December 31st 2016.
As of January 1st 2016, a new requirement will be added to OVERPACK and SALVAGE markings, which will need to be 12 mm high.
Introducing the GHS
Several mentions have been included to bring into attention that the diamond-shape pictograms from the Globally Harmonized System for Classification and Labelling of Chemicals (GHS) may indicate the presence of hidden dangerous goods in the passengers’ baggage. A new section has been added to Appendix B where the GHS is thoroughly explained.
Special provisions
Several special provisions have been added or revised. Among them, A197 states that environmentally hazardous substances (UN 3077 and UN 3082) may be shipped as “not restricted” when their net quantity doesn’t exceed 5 litres (for liquids) or 5 kg (for solids). A198 indicates that UN 1327 (bhusa, hay and straw) is not restricted when wet, damp or contaminated with oil.
A192 allows the use of a single PSN on the Shipper’s Declaration and package markings for packages that contain certain combinations of dangerous goods (paint and printing related material).
A199 is applied to UN 3496 Batteries, nickel-metal hydride, which are restricted for sea transport but are exempt for air transport as long as they are protected against short-circuit and unintentional activation. A200, which is applied only to UN 3509 Packaging discarded, empty, uncleaned, states that packagings that still contain residues of dangerous goods and no longer meet the provisions of Section 6 are forbidden for air transport.
Packing
The previously existing restrictions applicable to overpacks containing packages bearing the Cargo Aircraft Only label have been deleted. Also, the use of supplementary packagings within an outer packaging, additional to what is required in the packing instructions, is now allowed as long as all relevant requirements are met. If necessary, suitable cushioning to prevent movement within the package will be used.
New packing instructions have been added for the new entries in the Dangerous Goods List. Furthermore, a few of them have been revised, such as PI 203 and PI 7203 (for aerosols and gas cartridges) or PI 213, which now includes the criteria under which large fire extinguishers may be transported unpackaged.
Lithium batteries
Lithium metal batteries (UN 3090) are now restricted to Cargo Aircraft Only shipments. However, following a new special provisions (A201), the State of Origin and the State of the Operator may authorize its transportation on passenger aircraft. ICAO must be informed of the conditions of this exemption (quantity limitations, packing requirements, etc.).
This has also been reflected in its correspondent packing instructions. Additionally, packing instructions 966 and 969 (applied to lithium ion and lithium metal batteries packed with equipment) have been updated to clarify that the number of lithium batteries in a package must not exceed the number required for the equipment’s operation plus two spares.
The provisions concerning portable electronic devices and spare lithium batteries carried by passengers or crew have been restructured (chapter 2.3). Depending on their lithium content (lithium metal or lithium allow batteries) or their Watt-hour rating (lithium ion batteries), they will be allowed in carry-on or checked baggage, and they might require the approval of the operator.
Documentation
It’s been clarified that, when viscous flammable liquids are assigned to Packing Group III in accordance with the provisions in Section 3 (3.3.3.1.1), the following statement must be included in the Additional Handling information part of the Shipper’s Declaration: UN XXXX assigned to PG II in accordance with 3.3.3.1.1.
Regarding the NOTOC, it’s been clarified that technical names (in association with the PSN) are not required, while number and content of overpacks and “all packed in one” packages are recommended.
On the Air Waybill, it is recommended to include the phrase “not restricted” for substances that do not meet the criteria for classification as dangerous goods, but whose packages bear the diamond-shape pictograms of the GHS.
Acceptance checklist
The acceptance check is only mandatory when the dangerous goods are first accepted for carriage by air. However, on transfers between aircraft or different operators, the operator concerned should still verify that the packages meet the requirements of the Regulations. An inventory of dangerous goods that are not subject to acceptance check requirements has been added.
Meanwhile, loading restrictions for toxic and infectious substances with animals, foodstuffs and feed have been deleted.
Radioactive materials
Several paragraphs have been updated in Section 10 to align to the new provisions in the IAEA Regulations for the Safe Transport of Radioactive Material. Changes to other sections include a new special provisions (A194) and packing instruction (PI 877) for the newly added entry UN 3507 (Uranium hexafluoride, radioactive material, excepted package).
The transport of radioactive material by post has been limited to excepted packages of UN 2910 and UN 2911 only; the radioactive material must not have a subsidiary risk and the packages must be marked and labelled as specified.
Exemptions
Some lamps are not subject anymore to IATA DRG, provided that they do not contain radioactive material, don’t exceed certain quantities of dangerous goods, and comply with certain managing and packing requirements.
Information to passengers
Operators must ensure that information about which dangerous goods are forbidden to transport aboard an aircraft is available on booking and check-in websites.
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