“ Will You Be Talking to Me?”
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Introduction This Publication Contains Facts and Figures on Schiphol Group for the Year 2008
Introduction This publication contains Facts and Figures on Schiphol Group for the year 2008. The information has been grouped into three categories: ‘About Schiphol Group’, ‘Amsterdam Airport Schiphol’ and ‘Airport Network’. More information on Schiphol Group can be found on the Internet. Please visit www.schipholgroup.com Information on Amsterdam Airport Schiphol can also be found on the Internet. Please visit www.schiphol.com, or telephone +31 (0)20 - 794 0800. Published by Schiphol Group Corporate Affairs P.O. Box 7501 1118 ZG Schiphol The Netherlands 1 Contents About Schiphol Group Airport Network Financial Results 6 Rotterdam Airport 29 Investments 8 Eindhoven Airport 30 Business Areas 9 Lelystad Airport 30 Aviation Business Area 10 Terminal 4, John F. Kennedy Airport, New York (USA) 31 Consumers Business Area 11 Brisbane Airport, Australia 31 Real Estate Business Area 12 Alliances & Participations business area 13 General Information History 14 Marketing AirportCity Products 33 Did you know…? 34 Amsterdam Airport Schiphol Other Publications 35 Airport Zone 15 Telephone numbers, addresses, websites 35 Capacity 16 Shops and Catering Outlets 16 Ten Major European Airports 17 Traffic and Transport 18 Passengers Profile 24 Employment 25 Miscellaneous 27 Awards 28 2 3 About Schiphol Group Schiphol Group is an airport operator headquartered in the Netherlands. Our aim is to create sustainable value for our stakeholders by developing AirportCities and by positioning Amsterdam Airport Schiphol as most preferred airport in Europe. Our ambition is to rank among the world’s leading airport companies. An AirportCity is not only an efficient, multi- modal hub for air, rail an road transport, it is a dynamic hub integrating people and businesses, logistics and shops, information and entertainment offering its visitors and locally-based international businesses all the services they require on a 24/7 basis. -
Economic Mission to the Republic of Indonesia 9 March - 13 March 2020 3 Index
Economic mission to the Republic of Indonesia 9 March - 13 March 2020 3 Index The Netherlands Foreword by Sigrid Kaag 7 HYDRODIESEL 89 FMO 125 Foreword by Hans de Boer 9 IDN Liveable Cities 90 Geesinknorba 126 Map of the Netherlands 13 Innovam 91 Holland Circular Hotspot 127 Introducing the Netherlands 14 LV Shipping & Transport 92 HyET Solar 128 Indonesia - the Netherlands 2020 16 MARIN | Maritime Research Hyva 129 Institute Netherlands 93 IHE Delft Institute for Water Ministry of Finance 94 Education 130 Naturalis Biodiversity Center 95 LeapFrog Waste Management 131 Company profiles Netherlands Maritime Technology 96 Machinefabriek Boessenkool 132 Agri & Food 21 Enraf-Nonius 54 Netherlands Water Partnership 97 MetaSus 133 Aeres Training Centre International 22 Erasmus MC, University Medical Port of Rotterdam 98 MVO Nederland 134 Agricultural Laboratory North- Center 55 Rabobank 99 Natural Resources & Technologies 135 Netherlands (ALNN) 23 Frans Seda Foundation 56 Rohill Engineering 100 Nazava Water Filters 136 Agriprom 24 HealthInc - Empowering Royal HaskoningDHV 101 Netherlands Water Partnership 137 Agriterra 25 entrepreneurs in Health 57 Royal IHC 102 Paqell 138 AsiAspire 26 Hospitainer 58 STC International 103 ROM 139 Capital 4 Development Partners 27 IDBH Senso 59 STC-NESTRA 104 Royal HaskoningDHV 140 Coolfinity 28 Incision Group 60 Sweco 105 The Great Bubble Barrier 141 CTC Group 29 Leiden University Medical Center 61 Teqplay 106 The Ocean Cleanup 142 East-West Seed 30 LifeSense Group 62 TOS | People & Ship Delivery 107 TNO 143 -
Ontwerp Luchthavenbesluit Luchthaven Twente
Ontwerp luchthavenbesluit luchthaven Twente 1. Luchthavenbesluit: artikelteksten 2. Bijlagen bij luchthavenbesluit 3. Nota van toelichting 4. Artikelsgewijze toelichting 5. Lijst van gebruikte afkortingen Ontwerp luchthavenbesluit luchthaven Twente Luchthavenbesluit Besluit van de Staatssecretaris van Infrastructuur en Milieu, van ......., nr. IENM/BSK-2014/…, tot vaststelling van een luchthavenbesluit voor de luchthaven Twente (Luchthavenbesluit luchthaven Twente) De Staatssecretaris van Infrastructuur en Milieu, Gelet op artikel 8.70, zesde lid, van de Wet luchtvaart; Gezien de brieven van 29 november 2013 en 4 februari 2014 van Area Development Twente mede namens de Exploitatiemaatschappij Vliegveld Twente B.V.; BESLUIT: Hoofdstuk 1 ALGEMENE BEPALINGEN Artikel 1 (Begripsbepalingen) In dit besluit wordt verstaan onder: ATC-slot (Air traffic control-slot): een door de luchtverkeersleiding opgegeven aankomst- of vertrektijd; bedrijfswoning: woning in of bij een gebouw of op of bij een terrein, slechts bestemd voor het huishouden van een persoon wiens huisvesting daar, gelet op de bestemming van het gebouw of terrein, noodzakelijk is; extramurale opslag, overslag of verwerking: opslag, overslag of verwerking anders dan in een volledig afgesloten gebouw; gebouw: gebouw als bedoeld in artikel 1 van de Woningwet; geluidsgevoelig gebouw: gebouw met een onderwijs- of gezondheidszorgfunctie als bedoeld in artikel 1.1 van het Bouwbesluit 2012; kwetsbaar gebouw: gebouw met een onderwijs- of gezondheidszorgfunctie als bedoeld in artikel 1.1 van het Bouwbesluit 2012; obstakel: object dat zich boven het maaiveld bevindt en zich niet voortbeweegt; verkeersvlucht: een vlucht van een luchtvaartmaatschappij die vervoer van passagiers of vracht ten doel heeft; woning: gebouw dat geheel of gedeeltelijk voor bewoning is bestemd. Artikel 2 (Reikwijdte) Dit besluit heeft betrekking op de luchthaven Twente. -
EHAM — AMSTERDAM/Schiphol
AIP NETHERLANDS AD 2.EHAM-1 04 FEB 2016 EHAM — AMSTERDAM/Schiphol EHAM AD 2.1 AERODROME LOCATION INDICATOR AND NAME EHAM — AMSTERDAM/Schiphol EHAM AD 2.2 AERODROME GEOGRAPHICAL AND ADMINISTRATIVE DATA 1 ARP co-ordinates and site at AD 52°18'29"N 004°45'51"E 062 DEG GEO 135 m from TWR. 2 Direction and distance from (city) 4.9 NM SW of Amsterdam. 3 Elevation/reference temperature -11 ft AMSL/20.4°C (JUL). 4 Geoid undulation at AD ELEV PSN 142 ft. 5 MAG VAR/annual change 0°E (2010)/8'E. 6 AD operator, postal address, telephone, telefax, Post: Amsterdam Airport Schiphol email, AFS, website P.O. Box 7501 1118 ZG Schiphol-Centre Tel: +31 (0)20 601 9111 (Airport all EXT) +31 (0)20 601 2116 (Airport office/Apron Management Service) +31 (0)20 601 2115 (Airport Authority) Fax: +31 (0)20 604 1475 AFS: EHAMYDYX 7 Types of traffic permitted (IFR/VFR) IFR/VFR 8 Remarks 1. Airport for use by national and international civil air transport with all types of aircraft. 2. Upon request, contact the airside operations manager (AOM) on channel 130.480 call sign "Airport One" (not monitored H24). 3. Changes in the availability of the runway and taxiway infrastructure at the airport will be promulgated by NOTAM. The NOTAM can refer to the website http://www.eham.aero where visual material relating to this subject will be shown. This material may only be used in combination with the current NOTAM. EHAM AD 2.3 OPERATIONAL HOURS 1 AD operator H24 2 Customs and immigration H24 3 Health and sanitation H24 4 AIS briefing office H24 self-briefing Tel: +31 (0)20 406 2315 +31 (0)20 406 2316 Fax: +31 (0)20 648 4417 5 ATS reporting office (ARO) H24 Tel: +31 (0)20 406 2315 +31 (0)20 406 2316 +31 (0)20 406 2323 Fax: +31 (0)20 648 4417 6 MET briefing office H24 7 ATS H24 8 Fuelling Schiphol-Centre: H24. -
Countywide Airspace Usage
A PPENDIX I Countywide Airspace Usage Riverside County is within one of the busiest and most complex sections of airspace in the United States, handling over 4.3 million operations annually. To better understand the magnitude of these op- erations and complexities of this system, Map 1 depicts Instrument Flight Rule (IFR) operations for the six busiest airports in the area for a 24-hour period on January 26, 1996. This exhibit does not depict operations from the 14 airports in Riverside County Airport Land Use Compatibility Plan update. AIRSPACE STRUCTURE Since the advent of aviation, nations have established procedures within their boundaries to regulate the use of airspace. Airspace is broadly classified as either “controlled” or “uncontrolled” in the United States. The difference between the two categories relates primarily to requirements for pilot qualifica- tions, ground-to-air communications, navigation and traffic services, and weather conditions. Six classes of airspace have been designated in the United States. Airspace designated as Class A, B, C, D, or E is considered controlled airspace. Aircraft operating within controlled airspace are subject to vary- ing requirements for positive air traffic control. The airspace in Riverside County, as illustrated on Map 2, is constantly occupied by aircraft arriving and departing from other airports in the region. Frequently, overflights experienced in communities near Riverside County airports are not the result of operations at nearby airports, but from aircraft us- ing airports outside Riverside County. After the preparation of this plan, additional approaches have been established for aircraft arriving at Los Angeles International Airport. These new approaches were not included as part of the map development process for this plan. -
Easy Access Rules for Standardised European Rules of the Air (SERA)
Easy Access Rules for Standardised European Rules of the Air (SERA) EASA eRules: aviation rules for the 21st century Rules and regulations are the core of the European Union civil aviation system. The aim of the EASA eRules project is to make them accessible in an efficient and reliable way to stakeholders. EASA eRules will be a comprehensive, single system for the drafting, sharing and storing of rules. It will be the single source for all aviation safety rules applicable to European airspace users. It will offer easy (online) access to all rules and regulations as well as new and innovative applications such as rulemaking process automation, stakeholder consultation, cross-referencing, and comparison with ICAO and third countries’ standards. To achieve these ambitious objectives, the EASA eRules project is structured in ten modules to cover all aviation rules and innovative functionalities. The EASA eRules system is developed and implemented in close cooperation with Member States and aviation industry to ensure that all its capabilities are relevant and effective. Published December 20201 1 The published date represents the date when the consolidated version of the document was generated. Powered by EASA eRules Page 2 of 213| Dec 2020 Easy Access Rules for Standardised European Rules Disclaimer of the Air (SERA) DISCLAIMER This version is issued by the European Aviation Safety Agency (EASA) in order to provide its stakeholders with an updated and easy-to-read publication. It has been prepared by putting together the officially published regulations with the related acceptable means of compliance and guidance material (including the amendments) adopted so far. -
Icao Definitions Flight Procedures Icao Rules Of
22 AUG08 AIRTRAFFICCONTROL 1 INTRODUCTION This AirTrafficControlSectionisdesignedtoprovide pilots with InternationalCivil Aviation Organization (ICAO) Standards, Recommended Practicesand P rocedures forinternational operations.Inaddition, on astate-by-statebasis,flightproceduresuniquetoeachstate,ordifferent from thepublishedICAOrules andprocedures, areincluded. Each part of this AirTraffic ControlSection is describedbelow. ICAODEFINITIONS durespage.Ifthe state hasexceptions to thepub- Thesedefinitions areapplicable to theICAOinfor- lishedholding tables, acomplete tabulation of hold- mation contained in this ATCsection andhavebeen ing speeds is provided. extractedfromappropriateICAOpublications. PROCEDURE LIMITATIONS AND OPTIONS FLIGHT PROCEDURES Statementsconcerning conformance with ICAO Details of thePANS-OPS instrumentdepartureand PANS-OPS areincludedhere. The latestversion approach procedure informationusefultothe pilot-in- of PANS-OPS,VolumeIis provided in theICAO commandinthe execution of an instrument departure Flight Procedures chapter. Thestatement “Instru- or approach procedureare included. Theinformation ment Procedures areinconformancewith thenew is extractedfromthe latestamended edition of Pro- PANS-OPS Document8168,VolumeII” indicates ceduresfor AirNavigation Services—Aircraft Oper- compliance with this document. ations, Document 8168, VolumeI,FlightProcedures. Procedurelimitations, non-standard circling pro- References to earliereditionsare included. tectedarea, airspeedrestrictions, andsimilartype informationisincluded.Significantstatedifferences -
Appendix 2 ORDER of PRIORITY for AIRSPACE USE
Appendix 2 ORDER OF PRIORITY FOR AIRSPACE USE The order of priority described in this Appendix is based on advance notification procedures at the pre-tactical level of ASM in adherence to the FUA concept. Approved Agencies (AA) are authorised to submit advance notifications to the AMC. Airspace reservations can also be made without an advance notification at the tactical level, but in that case the reserved areas will have no priority over other airspace structures or air traffic. This document specifies the permanent order of priority for airspace use. Traficom may issue a decision concerning temporary reorganisation of priorities through the strategic level planning and negotiation process. The following flights always take priority over all other air traffic and airspace structures: - an aircraft in an emergency; - an aircraft avoiding a weather phenomenon dangerous to flights; - quick reaction alert flights (QRA missions); - flights conducted under an Open Skies agreement; - flights designated with STS indicators MEDEVAC/SAR/HEAD. The following order of priority shall be observed between various airspace structures and air traffic: 1 TSA – TMA At the pre-tactical level, a TMA takes priority over TSAs. A TSA may be given priority over a TMA through the strategic level planning and negotiation process. At the tactical level, the TMA holder may release airspace for a TSA, in which case the TMZ requirement and services specific to the airspace class may also be waived. 2 TSA – FIZ At the pre-tactical level, the FIZ takes priority over TSAs. A TSA may be given priority over a FIZ through the strategic level planning and negotiation process. -
Luchtvaart, Derde Kwartaal 2019 02
Kwartaalmonitor Luchtvaart 01 3e kwartaal 2019 Het aantal aangekomen en vertrokken passagiers op de vijf nationale luchthavens lag in het derde kwartaal van 2019 1,3 procent hoger dan een jaar eerder. Het totale gewicht van vervoerde goederen daalde met 10,3 procent. De dienstverlenende bedrijven binnen de luchtvaart zetten dit kwartaal ruim 6 procent meer om. Dit meldt het CBS op basis van nieuwe kwartaalcijfers. INHOUD Aantal aangekomen en vertrokken passagiers op Schiphol is stabiel 2 Meer dan 2 miljoen vervoerde passagiers op luchthaven Eindhoven 3 Luchthaven Eindhoven populaire bestemmingen 4 Vervoerde luchtvracht in Amsterdam en Maastricht blijft afnemen 5 Totale hoeveelheid vervoerde luchtvracht gedaald 6 Omzet luchtvaartmaatschappijen en dienstverlenende bedrijven voor de luchtvaart blijft groeien 7 Afname aantal vliegbewegingen op kleine luchthavens 8 Vliegveld Oostwold grootste groei van de kleine luchthavens 9 Stijging aantal vliegbewegingen van en naar Caribisch Nederland 10 Stijging aantal passagiers op alle eilanden behorend tot Caribisch Nederland 11 Bronnen 11 Contact [email protected] Datum 19-12-2019 www.cbs.nl | Volg ons op Twitter, Facebook en Instagram @statistiekcbs Kwartaalmonitor Luchtvaart, derde kwartaal 2019 02 Geringe groei passagiers op nationale luchthavens In het derde kwartaal van 2019 vlogen 23 miljoen passagiers van en naar Nederland. Dat is ruim 1 procent meer vergeleken met het derde kwartaal in 2018. Dit is de laagste stijging sinds het tweede kwartaal van 2010. De ontwikkeling van het aantal vervoerde passagiers op de vijf nationale luchthavens laat al drie kwartalen hetzelfde beeld zien. Op Groningen Airport Eelde werden in het derde kwartaal van 2019 bijna 21 procent minder reizigers vervoerd dan een jaar eerder, terwijl de overige vier vliegvelden licht of sterk groeiden. -
FAA Airspace Classifications
United States Main article: Airspace class (United States) The U.S. adopted a slightly modified version of the ICAO system on September 16 , 1993 , when regions of airspace designated according to older classifications were converted wholesale. The exceptions are some Terminal Radar Service Areas (TRSA), which have special rules and still exist in a few places. • With some exceptions, Class A airspace is applied to all airspace between 18,000 feet(5,500 m) and Flight Level 600 (approximately 60,000 ft). Above FL600, the airspace reverts to Class E (Reference Order 7400.9P, Subpart E). The transition altitude (see Flight level ) is also consistently 18,000 feet (5,500 m). All operations in US Class A airspace must be conducted under IFR. SVFR flight in Class A airspace is prohibited. • Class B airspace is used around major airports , in a funnel shape that is designed to contain arriving and departing commercial air traffic operating under IFR, up to10,000 feet (3,000 m) above MSL (12,000 feet above Denver, Colorado ). Class C airspace is used around airports and military air bases with a moderate traffic level. Class • Class D is used for smaller airports that have a control tower. The U.S. uses a modified version of the ICAO class C and D airspace, where only radio contact with ATC rather than an ATC clearance is required for VFR operations. • Other controlled airspace is designated as Class E - this includes a large part of the lower airspace. Class E airspace exists in many forms. It can serve as a surface-based extension to Class D airspace to accommodate IFR approach/departure procedure areas. -
Information to VFR Pilots Information to VFR Pilots
Information to VFR pilots Information to VFR pilots This publication has been prepared by Airspace Class G Airspace Class D Naviair with the purpose of focusing In general, the airspace in Denmark, All CTRs and some TMAs in Denmark, on flight safety and clarifies topics, outside CTRs and TMAs, is Airspace e.g. Aarhus, Rønne, Aalborg, Karup which are important to know for VFR Class G from GND to 3500 feet. and Skrydstrup are Airspace Class D. pilots, to prevent airspace penetration Both IFR and VFR traffic are permitted. of controlled airspace. Over the North Sea it is Airspace Class G from GND to FL195. Airspace Class D is controlled airspace and ATC Clearance is required. Airspace Classes Both IFR and VFR traffic are permitted. Airspace Class G is uncontrolled VFR traffic receives traffic information In Denmark the airspace below FL195 airspace and therefore both IFR and about other traffic, IFR included. is divided into four different airspace VFR traffic only receive FIS, includ- classes, namely Airspace Class C, D, E ing traffic information about other There is no requirement for transpon- and G, with Airspace Class C being the known traffic. der, but two-way radio communicati- most restrictive airspace and Airspace on is required. Class G the least restrictive. There is no requirement for two-way radio communication or transponder for VFR flights. Note however, that Airspace Class C when flying in TIZs and TIAs two-way Billund TMA and Copenhagen Area, radio communication is mandatory, which consists of Roskilde and Ka- even though they are Airspace Class G. -
London Southend Airport (LSA) Proposal to Re-Establish Controlled Airspace in the Vicinity of LSA
London Southend Airport (LSA) Proposal to Re-establish Controlled Airspace in The Vicinity Of LSA Airspace Change Proposal Management in Confidence London Southend Airport (LSA) Proposal to Re-establish Controlled Airspace in The Vicinity Of LSA Document information London Southend Airport (LSA) Proposal to Re-establish Document title Controlled Airspace in The Vicinity Of LSA Authors LSA Airspace Development Team and Cyrrus Ltd London Southend Airport Southend Airport Company Ltd Southend Airport Produced by Southend on Sea Essex SS2 6YF Produced for London Southend Airport X London Southend Airport T: X Contact F: X E: X Version Issue 1.0 Copy Number 1 of 3 Date of release 29 May 2014 Document reference CL-4835-ACP-136 Issue 1.0 Change History Record Change Issue Date Details Reference Draft A Initial draft for comment Draft B Initial comments incorporated – Further reviews Draft C 23 May 2014 Airspace Development Team final comments Final 27 May 2014 Final Review Draft D Issue 1.0 29 May 2014 Initial Issue CL-4835-ACP-136 Issue 1.0 London Southend Airport 1 of 165 Management in Confidence London Southend Airport (LSA) Proposal to Re-establish Controlled Airspace in The Vicinity Of LSA Controlled Copy Distribution Copy Number Ownership 1. UK Civil Aviation Authority – Safety and Airspace Regulation Group 2. London Southend Airport 3. Cyrrus Ltd Document Approval Name and Organisation Position Date signature X London Southend X 27 May 2014 Airport London Southend X X 27 May 2014 Airport London Southend X X 29 May 2014 Airport COPYRIGHT © 2014 Cyrrus Limited This document and the information contained therein is the property Cyrrus Limited.