DOCSLIB.ORG

Planning for Delay: Influence of Flight Scheduling on Airline Punctuality

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Planning for Delay: Influence of Flight Scheduling on Airline Punctuality Planning for Delay: influence of flight scheduling on airline punctuality EUROCONTROL Trends in Air Traffic Volume 7 EUROCONTROL Acknowledgements The idea for this study came from the Performance Review Commission reporting on the performance of European Air Navigation Services (ANS) in 2008 in the Performance Review Report (PRR20081). The PRR2008 reports on Key Performance Areas of Safety, Punctuality and Predictability, Capacity/delays, Flight-Efficiency, Cost- Effectiveness and Environmental impact. Within the area of punctuality and predictability, a comparison between the USA and Europe showed similar arrival punctuality rates albeit with higher variability in the US. In section 7.4.4 of PRR2008 we read that “The gap between departure and arrival punctuality is significant in the US and quasi nil in Europe”. This document has been developed to help explain why this gap is so small in Europe and how airlines themselves can influence it. Bo Redeborn, EUROCONTROL Director Cooperative Network Design, approved the further development of this series of studies with the objective of increasing the depth of knowledge. I am grateful to him for his support and encouragement. Thanks go to the STATFOR team, Claire Leleu and Magda Gregorova for their technical support and expertise. I am grateful to EUROCONTROL’s Corporate Communications Service, Caroline Cochaux and Lucia Pasquini for their help in the design and publication of this document. Thanks go to a number of people who gave their input, reviewed the document, suggested changes and helped in the proof reading. Notable amongst these were Milena Studic during her traineeship at CODA, Eric Moyson from IACA, Mark Deacon from Monarch Airlines, Daniella Massart from Brussels Airlines, Gerrit Klempert and Jens Armenat from Lufthansa. Any remaining errors are our own. The views expressed in this document are those of the author and should not be construed to represent any official policy or view of the EUROCONTROL organisation itself. Yves De Wandeler Volume Author: EUROCONTROL Trends in Air Traffic CODA Analyst EUROCONTROL 1 www.eurocontrol.int/prc/gallery/content/public/PRR_2008.pdf ii Planning for Delay: influence of flight scheduling on airline punctuality Trends in Air Traffic l Volume 7 Foreword EUROCONTROL has a unique archive of detailed airline punctuality data in Europe, covering some 6 million flights per year (or 60% of all yearly filed flight plans). For more than ten years the Central Office for Delay Analysis (CODA) has been collecting scheduled and actual times direct from airlines. Drawing on the trends it finds in the Agency archives, the Trends in Air Traffic series aims at giving an insight into some specific aspects of European aviation. The aim of these reports is to help stakeholders, and ourselves, to understand better the traffic trends that we see. Increasingly, we are also making traffic and punctuality statistics available on the web through the CODA portal1 and STATFOR interactive dashboard2, but that has not taken away the value in having reference documents presenting the key figures. Trends 23 discussed how flight delays are categorised and measured in Europe. This issue of Trends aims to bridge new planning indicators with post-flight delay analysis. The object of these studies is to inform and educate stakeholders across the industry thereby ensuring common understanding of the issue we face. We believe this report will be a useful contribution to the unders- tanding of this important characteristic of the Air Traffic Management network; a small contribution to improving performance of the network to everyone’s benefit. David Marsh Series Editor: EUROCONTROL Trends in Air Traffic Head of Unit, Forecasting and Traffic Analysis EUROCONTROL 1 See www.eurocontrol.int/coda. 2 See www.eurocontrol.int/statfor/sid. 3 A Matter of Time : Air Traffic Delays in Europe, EUROCONTROL Trends in Air Traffic Volume 2, September 2007. Planning for Delay: influence of flight scheduling on airline punctuality Trends in Air Traffic l Volume 7 iii Summary Summary Trends in Air Traffic Volume 7 (TIAT7) – Planning for Delay Building on TIAT2 (A Matter of Time: Air Traffic Delays in Europe) TIAT7 intends to elaborate further on the punctuality drivers for air traffic in Europe. A key aspect of delay analysis is a good understanding of the definition of delay: “The time lapse which occurs when a planned event does not happen at the planned time.” A crucial driver for good punctuality is good planning. An important source of information is the internal database of the airline. This can be enriched with external data if the airline’s own data source proves to be insufficient. The scheduling department of an airline has a very difficult task to create a “realistic” route programme for each (IATA) season that makes optimum use of the available resources. When a schedule or block time is too long an airline will not be able to make optimum use of its resources (staff, airframe, infrastructure, etc). These resources will be blocked for too long and potential revenue is lost. On the other hand, an airline will generate a lot of rotational delays (Late Incoming Aircraft, Crew or Passengers from a previous Flight) if the schedule is too short. Flights leaving on time will in many cases arrive after the scheduled time of arrival and will potentially generate reactionary delays. A scheduled block time (or timetable) can be influenced by numerous variables: distance that needs to be covered (or the city- pair), choice of airframe, availability of ATS routes (difference between weekdays and weekends), night curfews, availability of airport slots in the case of coordinated airports, inclusion of schedule padding, prevailing winds whilst in flight, taxi-times, etc. In this issue of Trends in Air Traffic we take a closer look at the variability in the duration of the three phases of each flight between leaving the gate at the departure airport and arriving at the gate at the destination airport: Taxi-Out, Flight phase and Taxi-In. These three phases make the actual block time. Most airlines base their schedules on the length of historical block times. Any change in actual block times will ultimately have an effect on the scheduled times. The Block Time Overshoot and Delay Difference Indicator-Flight are two new punctuality indicators that are introduced in this document. They are defined below. The Block Time Overshoot (BTO) indicates the percentage of actual block times which are longer than the scheduled block time (during an observed period). The BTO of flights operated in Europe is typically between 25% and 35%. The Delay Difference Indicator – Flight (DDI-F) is the difference between the arrival punctuality and departure punctuality expressed in minutes. Flights operated ahead of schedule can therefore have a negative delay figure. The DDI-F of flights operated in Europe, with a tendency to be slightly negative, is typically around -3 minutes. In the current highly competitive market, airlines are constantly trying to reduce their cost base. One major cost element is fuel. Flying slower often means less fuel consumption and less costs. Will this have an effect on the future schedules? Another important driver for good punctuality is a good understanding of events that may influence the airlines’ on-time perfor- mance and the implementation of a remedy in the case of serious operational shortcomings. A thorough post-flight analysis is essential in this regard. Cultivating a no-blame culture and correct data collection is paramount. Data sharing helps to better understand the constraints of individual airlines. This is one of the strong aspects of the EUROCONTROL Central Office for Delay Analysis (CODA). By supplying data to CODA, airlines can access a database representing around 65% of all IFR flights in Europe1. vi Planning for Delay: influence of flight scheduling on airline punctuality Trends in Air Traffic l Volume 7 The CODA data partners are aircraft operators, ANSP’s2, airports and CFMU3. Delay analysis based on CFMU data is referred to as ATFCM4 delays. Delay analysis based on data supplied by other data partners is referred to as “All Causes of delay”. CODA publishes regular reports on the delay situation in Europe. Apart from these public reports, data partners can access on-line analysis tools via the secured pages of the CODA web portal. In this document, we take a closer look at the available tools and data sources on these secured web pages. More detailed information can also be found on www.eurocontrol.int/coda This document is not a magic wand that can achieve a 100% punctuality rate for all flights, nor does it want to point at airlines performing below the European average. It is a guideline for all stakeholders to improve the understanding of delay analysis: comparing a schedule with the actual event. New delay indicators and availability of data (through CODA) supplied by an increasing number of aircraft operators will enhance the analysis and understanding of delay occurrence and propagation. And finally, this document also serves as a reference document by including tables of actual taxi-times at all major European airports in the annexes. 1 Europe: for the purpose of this study Europe consists of the EUROCONTROL Member States, see the Glossary for an overview of States included. 2 ANSP: Air Navigation Service Provider 3 CFMU: Central Flow Management Unit 4 ATFCM: Air Traffic Flow and Capacity Management Planning for Delay: influence of flight scheduling on airline punctuality Trends in Air Traffic l Volume 7 vii viii Planning for Delay: influence of flight scheduling on airline punctuality Trends in Air Traffic l Volume 7 Contents 1. Introduction 1 2. CODA Statistics 4 3. Some definitions 7 4. The art of good scheduling 10 5. New CODA indicators for schedule sensitivity to arrival delays 17 5.1 Planner’s Indicator 1: Block Time Overshoot (BTO) 18 5.2 Planner’s Indicator 2: Delay Difference Indicator-Flight (DDI-F) 22 5.3 Example: Indicators for flights on Frankfurt to Istanbul route 25 6.
Load more

Recommended publications
  • Soaring Weather
    Chapter 16 SOARING WEATHER While horse racing may be the "Sport of Kings," of the craft depends on the weather and the skill soaring may be considered the "King of Sports." of the pilot. Forward thrust comes from gliding Soaring bears the relationship to flying that sailing downward relative to the air the same as thrust bears to power boating. Soaring has made notable is developed in a power-off glide by a conven­ contributions to meteorology. For example, soar­ tional aircraft. Therefore, to gain or maintain ing pilots have probed thunderstorms and moun­ altitude, the soaring pilot must rely on upward tain waves with findings that have made flying motion of the air. safer for all pilots. However, soaring is primarily To a sailplane pilot, "lift" means the rate of recreational. climb he can achieve in an up-current, while "sink" A sailplane must have auxiliary power to be­ denotes his rate of descent in a downdraft or in come airborne such as a winch, a ground tow, or neutral air. "Zero sink" means that upward cur­ a tow by a powered aircraft. Once the sailcraft is rents are just strong enough to enable him to hold airborne and the tow cable released, performance altitude but not to climb. Sailplanes are highly 171 r efficient machines; a sink rate of a mere 2 feet per second. There is no point in trying to soar until second provides an airspeed of about 40 knots, and weather conditions favor vertical speeds greater a sink rate of 6 feet per second gives an airspeed than the minimum sink rate of the aircraft.
    [Show full text]
  • Advisory Circular 91-70A
    U.S. Department Advisory of Transportation Federal Aviation Administration Circular Subject: Oceanic and International Date: 8/12/10 AC No: 91-70A Operations Initiated by: AFS-400 Change: FOREWORD This advisory circular (AC) contains general information and guidance for operators planning oceanic flights, including authorizations needed for operations outside the continental United States. This includes Special Areas of Operation (SAO) such as North Atlantic Minimum Navigation Performance Specifications (NAT/MNPS), Reduced Vertical Separation Minimum (RVSM), Area Navigation (RNAV), and Required Navigation Performance (RNP) airspace. The dynamics of oceanic operations are such that they are constantly evolving and it is incumbent on the operators to closely monitor any changes. The Federal Aviation Administration (FAA) revised this AC to point the reader to the most current sources of international material. In many cases, the references are to a Web site. The material, however, is still found at www.faa.gov or calling a Federal Aviation Administration (FAA) navigation specialist. This AC includes specific guidance for authorizations and other FAA policy issues. A detailed study of the FAA Web site is the best source for introduction information about oceanic, international, and remote operations. John M. Allen Director, Flight Standards Service AC 91-70A 8/12/10 CONTENTS Paragraph Page CHAPTER 1. GENERAL 1-1. Purpose...........................................................................................................................1
    [Show full text]
  • To Marine Meteorological Services
    WORLD METEOROLOGICAL ORGANIZATION Guide to Marine Meteorological Services Third edition PLEASE NOTE THAT THIS PUBLICATION IS GOING TO BE UPDATED BY END OF 2010. WMO-No. 471 Secretariat of the World Meteorological Organization - Geneva - Switzerland 2001 © 2001, World Meteorological Organization ISBN 92-63-13471-5 NOTE The designations employed and the presentation of material in this publication do not imply the expression of any opinion whatsoever on the part of the Secretariat of the World Meteorological Organization concerning the legal status of any country, territory, city or area, or of its authorities, or concerning the delimitation of its frontiers or boundaries. TABLE FOR NOTING SUPPLEMENTS RECEIVED Supplement Dated Inserted in the publication No. by date 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 CONTENTS Page FOREWORD................................................................................................................................................. ix INTRODUCTION......................................................................................................................................... xi CHAPTER 1 — MARINE METEOROLOGICAL SERVICES ........................................................... 1-1 1.1 Introduction .................................................................................................................................... 1-1 1.2 Requirements for marine meteorological information....................................................................... 1-1 1.2.1
    [Show full text]
  • Significant Papers from the First 50 Years of the Boulder Labs
    B 0 U l 0 I R LABORATORIES u.s. Depan:ment • "'.."'c:omn-..""""....... 1954 - 2004 NISTIR 6618 and NTIA SP-04-416 Significant Papers from the First 50 Years of the Boulder Labs Edited by M.E. DeWeese M.A. Luebs H.L. McCullough u.s. Department of Commerce Boulder Laboratories NotionallnstitlJte of Standards and Technology Notional Oc::eonic and Atmospheric Mministration Notional Telecommunications and Informofion Administration NISTIR 6618 and NTIA SP-04-416 Significant Papers from the First 50 Years of the Boulder Labs Edited by M.E. DeWeese, NIST M.A. Luebs, NTIA H.L. McCullough, NOAA Sponsored by National Institute of Standards and Technology National Telecommunications and Information Administration National Oceanic and Atmospheric Administration Boulder, Colorado August 2004 U.S. Department of Commerce Donald L. Evans, Secretary National Institute of Standards and Technology Arden L. Bement, Jr., Director National Oceanic and Atmospheric Administration Conrad C. Lautenbacher, Jr., Undersecretary of Commerce for Oceans and Atmosphere and NOAA Administrator National Telecommunications and Information Administration Michael D. Gallagher, Assistant Secretary for Communications and Information ii Acronym Definitions CEL Cryogenic Engineering Laboratory CIRES Cooperative Institute for Research in Environmental Sciences CRPL Central Radio Propagation Laboratory CU University of Colorado DOC Department of Commerce EDS Environmental Data Service ERL ESSA Research Laboratory ESSA Environmental Science Services Administration ITS Institute for
    [Show full text]
  • CGMS-19 Report
    REPORT OF THE NINETEENTH MEETING OF THE CO-ORDINATION GROUP FOR METEOROLOGICAL SATELLITES CGMS XIX TASHKENT, USSR 10 - 14 DECEMBER 1990 REPORT OF THE NINETEENTH MEETING OF THE CO-ORDINATION GROUP FOR METEOROLOGICAL SATELLITES CGMS XIX TASHKENT, USSR 10 - 14 DECEMBER 1990 A. PRELIMINARIES A.1 Introduction CGMS-XIX was convened at 10.30 am on 10 December by Mr. V. Kharitonov, Deputy Director of the satellite division, Hydromet Centre of the USSR, Moscow. In his welcome address, Mr N.N. Aksarin, Director of the Uzbekistan Met Service expressed his great pleasure that CGMS had chosen Tashkent as the meeting venue for CGMS XIX. Tashkent, he added, would be one of the main data processing centres for GOMS. The construction of the building was complete and a new computer system was currently being installed. He noted that the meteorological centre in Tashkent was already very aware of the importance of satellite imagery for weather forecasting, especially for observing the weather in neighbouring rather data sparse regions. Satellite data had been received in the centre for some 20 years. He looked forward to a close cooperation with the Members of CGMS over the coming years and wished the delegates a very enjoyable stay in Tashkent and a most productive and successful The reader should note that a full list of acronyms and abbreviations can be found in Annex I. A.2 Election of Chairman Mr D.E. Hinsman, Senior Scientific Officer, Satellite Activities, WMO, was elected Chairman of this session of CGMS. Mr N.F. Veltishchev, Deputy Director of the Hydromet Centre of the USSR, Moscow, was elected Vice Chairman.
    [Show full text]
  • UK SOLAS: Programme Final Report
    Surface Ocean-Lower Atmosphere Study UK SOLAS: Programme Final Report Authors: Phil Williamson, Chris Adams & Kay Heuser UK SOLAS Surface Ocean-Lower Atmosphere Study Programme Final Report March 2011 Phil Williamson1,2, Chris Adams1 & Kay Heuser2 1. School of Environmental Sciences, University of East Anglia, Norwich NR4 7TJ 2. Natural Environment Research Council, Polaris House, North Star Avenue, Swindon SN2 1EU Contact: [email protected] +(44)1603 59311 UK SOLAS was a NERC Research Programme, with support of £10.3m mainly over the period 2004-2010. Data management and some projects are still ongoing. Acknowledgements The authors wish to thank the UK SOLAS Scientific Steering Committee and all other UK SOLAS participants (n = >180, see p 60-63) for ensuring the success of the programme. Their contributions to this programme Final Report are much appreciated, through project final reports, cruise reports, publications and other material. Claire Hughes, Martin Johnson and Georgia Bayliss-Brown provided invaluable support for UK SOLAS science coordination in the initial and mid-phases of programme implementation, whilst the key roles of Swindon Office staff (Mike Webb, Programme Manager; Sarah Collinge, Sophie Hodgson, Frances Collingborn and Michal Filtness, Programme Administrators; and Rebecca Farncombe, finale event coordinator) are also gratefully acknowledged. Co-support of component activities was provided by the UK Meteorological Office, the European COST Action 735, the Norwegian Meteorological Office, the Cape Verde government,
    [Show full text]
  • UK SOLAS Data Management Plan 52 Includes the UK SOLAS Data Policy and Metadata Protocols
    Surface Ocean-Lower Atmosphere Study UK SOLAS: Programme Final Report Authors: Phil Williamson, Chris Adams & Kay Heuser UK SOLAS Surface Ocean-Lower Atmosphere Study Programme Final Report February 2011 Phil Williamson1,2, Chris Adams1 & Kay Heuser2 1. School of Environmental Sciences, University of East Anglia, Norwich NR4 7TJ 2. Natural Environment Research Council, Polaris House, North Star Avenue, Swindon SN2 1EU Contact: [email protected] +(44)1603 59311 UK SOLAS was a NERC Research Programme, with support of £10.3m mainly over the period 2004-2010. Data management and some projects are still ongoing. Acknowledgements The authors wish to thank the UK SOLAS Scientific Steering Committee and all other UK SOLAS participants (n = >180, see p 59-62) for ensuring the success of the programme. Their contributions to this programme Final Report are much appreciated, through project final reports, cruise reports, publications and other,material. Claire Hughes, Martin Johnson and Georgia Bayliss-Brown provided invaluable support for UK SOLAS science coordination in the initial and mid-phases of programme implementation, whilst the key roles of Swindon Office staff (Mike Webb, Programme Manager; Angela Collinge, Sophie Hodgson, Frances Collingborn and Michal Filtness, Programme Administrators; and Rebecca Farncombe, finale event coordinator) are also gratefully acknowledged. Co-support of component activities was provided by the UK Meteorological Office, the European COST Action 735, the Norwegian Meteorological Office, the Cape Verde
    [Show full text]
  • Winter Cloud Seeding Potential on the Mogollon
    WINTER CLOUD SEEDIN POTENTIAL ON THE MOGOLLON RIM FINAL REPORT PREPARED FOR ARIZONA DEPARTMENT OF WATER RESOURCES UNDER IGA-88-6189-000-0051 JANUARY 1989 , U.S. DEPARTMENT OF THE INTERIOR Bureau of Reclamation Denver Research and laboratory Services DivWon Water Augmentation Group POTENTIAL ON THE EPORTPREPAREDFOR ARIZONA DEPARTMENT OF WATER RESOURCES UNDER IGA-88-6189-000-0051 03720 7. AUTHOR(S) 8. PERFORMING ORGANIZATION REPORT NO. Arlin B. Super, Edmond W. Hdroyd, Ill, and Jack T. McPartland R-89-02 9. PERFORMING ORGANIZATION NAME AND ADDRESS 10. WORK UNIT NO. Bureau of Reclamation Denver Office 11. CONTRACT OR GRANT NO. Denver CO 80225 IGA-88-6189-000-0051 13. TYPE OF REPORT AND PERIOD - COVERED 12. SPONSORING AGENCY NAME AND ADDRESS I State of Arizona I Department of Water Resources 1 15 South 15th Avenue 14. SPONSORING AGENCY CODE R 15. SUPPLEMENTARY NOTES I Microfiche and hard copy available at the Denver Office, Denver, Colorado. 16. ABSTRACT Natural doud and precipitation processes were investigated on the Mogollon Rim of Arizona during midJanuary to midMarch of 1987 and 1988. The primary goal was to evaluate the cloud seeding potential of winter storms prior to attempting any seeding. It was crucial to monitor the availability of supercooled CLW (cloud liquid water) required for precipitation development, and this was accomplished with a ground-based microwave radiometer and instrumented aircraft. Other measurements of importance included doud depth and structure, atmospheric stabilii, winds, doud ice particles and water droplets, and surface precipitation. The field measurements were put in the context of large-scale weather patterns using standard weather maps and satellite photographs.
    [Show full text]
  • Chapter 21 100 Years of Progress in Polar Meteorology
    CHAPTER 21 WALSH ET AL. 21.1 Chapter 21 100 Years of Progress in Polar Meteorology JOHN E. WALSH International Arctic Research Center, University of Alaska Fairbanks, Fairbanks, Alaska DAVID H. BROMWICH Byrd Polar and Climate Research Center, The Ohio State University, Columbus, Ohio JAMES.E.OVERLAND NOAA Pacific Marine Environmental Laboratory, Seattle, Washington MARK C. SERREZE National Snow and Ice Data Center, University of Colorado Boulder, Boulder, Colorado KEVIN R. WOOD Joint Institute for the Study of the Atmosphere and Oceans, University of Washington, Seattle, Washington ABSTRACT The polar regions present several unique challenges to meteorology, including remoteness and a harsh en- vironment. We summarize the evolution of polar meteorology in both hemispheres, beginning with measure- ments made during early expeditions and concluding with the recent decades in which polar meteorology has been central to global challenges such as the ozone hole, weather prediction, and climate change. Whereas the 1800s and early 1900s provided data from expeditions and only a few subarctic stations, the past 100 years have seen great advances in the observational network and corresponding understanding of the meteorology of the polar regions. For example, a persistent view in the early twentieth century was of an Arctic Ocean dominated by a permanent high pressure cell, a glacial anticyclone. With increased observations, by the 1950s it became apparent that, while anticyclones are a common feature of the Arctic circulation, cyclones are frequent and may be found anywhere in the Arctic. Technology has benefited polar meteorology through advances in in- strumentation, especially autonomously operated instruments. Moreover, satellite remote sensing and com- puter models revolutionized polar meteorology.
    [Show full text]
  • For Other Uses, See Ship (Disambiguation). in Modern Parlance A
    Ship From Wikipedia, the free encyclopedia (Redirected from Ships) For other uses, see Ship (disambiguation). Italian full-rigged ship Amerigo Vespucci in New York Harbor, 1976 In modern parlance a ship has been any large buoyant watercraft. Ships are generally distinguished from boats based on size, shape andcargo or passenger capacity. Ships are used on lakes, seas, and rivers for a variety of activities, such as the transport of people or goods,fishing, entertainment, public safety, and warfare. Historically, a "ship" was a sailing vessel with at least three square-rigged masts and a full bowsprit. Ships and boats have developed alongside humanity. In armed conflict and in daily life they have become an integral part of modern commercial and military systems. Fishing boats are used by millions of fishermen throughout the world. Military forces operate vessels for combat and to transport and support forces ashore. Commercial vessels, nearly 35,000 in number, carried 7.4 billion tons of cargo in 2007.[1] As of 2011, there are about 104,304 ships with IMO numbers in the world.[2] Ships were always a key in history's great explorations and scientific and technological development. Navigators such as Zheng He spread such inventions as the compass and gunpowder. Ships have been used for such purposes as colonization and the slave trade, and have served scientific, cultural, and humanitarian needs. After the 16th century, new crops that had come from and to the Americas via the European seafarers significantly contributed to the world's population growth.[3] Maritime transport has shaped the world's economy into today's energy-intensive pattern.
    [Show full text]
  • Guide to the Science of Climate Change in the 21St Century
    January 11, 2021 Guide to the Science of Climate Change st in the 21 Century Chapter 14 Modern Instrumental Period David H. Manz PhD., P. Eng., AOE, FCAE 2020 Eco-print, “Monet’s Garden #2”, Nora Manz 2020 Table of Contents Chapter 14 Modern Instrumental Period 14.1 Introduction 14.2 Instrumental temperature record 14.3 Modern instrumentation 14.4 Satellites 14.4 Information support List of Figures Figure 14.1 Global average temperature change – 1850 to present. Figure 14.2 Global Observing System – WMO https://public.wmo.int/en/programmes/global- observing-system Figure 14.3 Modern surface weather station, U.S. Climate Reference Network Station, Ithaca, New York. Figure 14.4 Weather ship MS Polarfront at sea – decommissioned in 2009. Note that weatherships are no longer used. Figure 14.5 Weather buoy operated by the NOAA National Buoy Center. Figure 14.6 Weather Station – remote land based. Figure 14.7 Antarctic automatic weather station – part of the automatic weather stations project AWS in Antarctica. Figure 14.8 Commercial automatic weather observation station AWOS. Figure 14.9 Remote manned weather stations. Figure 14.10 Weather balloons with radiosonde. Figure 14.11 NASA Earth science spacecraft and instruments in orbit. Figure 14.12 GOES-8, a United States weather satellite of the meteorological-satellite service. https://en.wikipedia.org/wiki/Weather_satellite 2 December 12, 2020 – Fi�h Anniversary of the Paris Agreement Guide to the Science of Climate Change Figure 14.13 Global precipitation measurement from NASA GES DISC satellite https://www.nasa.gov/mission_pages/GPM/overview/index.html Figure 14.14 Infrared Sounder on NASA’s Aqua Satellite.
    [Show full text]
  • STAR BAMS Article
    STORM STUDIEs IN THE ARCTIC (STAR) BY JOHN HANESIAK , RONALD STEWA r T , PETE r TAYLO r , KENT MOO r E , DAVID BA r BE r , GO r DON MCBEAN , WALTE r ST r A pp , MEN g ISTU WOLDE , RON GOODSON , EDWA r D HUDSON , DAVID HUDAK , JOHN SCOTT , GEO rg E LIU, JUSTIN GILLI g AN , SU m ITA BISWAS , DANIELLE DES j A r DINS , ROBYN DYCK , SHANNON FA rg EY , ROBE r T FIELD , GAB r IELLE GASCON , MA r K GO r DON , HEATHE r Gr EENE , CA r LIN g HAY , WILLIA m HENSON , KLAUS HOCHHEI m , ALEX LA p LANTE , REBEKAH MA r TIN , MA r NA ALBA rr AN MELZE r , AND SHUNLI ZHAN g With 14 research flights from Baffin Island, surface- and satellite-based instruments, STAR aims to improve understanding and prediction of severe arctic storms and their hazards torms and their related hazards over the Arctic have profound effects, including loss of life and influences on industry, transportation, S hunting, recreation, and the landscape itself (terrestrial, sea ice, and ocean). Over the past few decades, there has been evidence that the occurrence of extreme storms has increased (Stone et al. 2000; McCabe et al. 2001; Zhang et al. 2004) as well as their associated hazardous weather in some regions (Hanesiak and Wang 2005). Extreme weather directly affects the lives of communities and individuals living in the Canadian Arctic (e.g. NTI 2001; Hassol 2004). According to the Nunatsiaq News (5 April 2005), “erratic weather and changing ice patterns are leaving more Nunavik hunters stranded out on the land without traditional techniques to help them.” There are several recent examples of extreme weather events that have occurred in the southeast Arctic alone.
    [Show full text]