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Data on flight movements, passengers, cargo and mail at Dutch airports.

Summary of the contents of the EU figure in this publication: The composition of the European Union (EU-15) until 2004: Austria, Belgium, Denmark, Finland, France, Germany, Greece, Ireland, Italy, Luxembourg, The Netherlands, Portugal, Spain, Sweden and United Kingdom. In 2005 the European Union (EU-25) expanded with: Cyprus, Czech Republic, Estonia, Hungary, Latvia, Lithuania, Malta, Poland, Slovakia and Slovenia. In 2007 Bulgaria and Romania have been added (EU-27). In 2014 Croatia was added (EU-28). As of February 2020 the United Kingdom has left the European Union.

Data available from: Annual figures available from 1997; monthly figures available from January 1999.

Status of the figures: The figures are final up to and including 2023, 2024 and for the current year are provisional.

Up to and including December 2020 the figures of EU countries include data for the UK. This to guarantee the comparability of the data. As of January 2021 data for the UK are included in the figures of "other Europe".

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Due to renovation work on the runway at Maastricht Aachen Airport, there was no air traffic at this airport from 8 May 2023 to 30 June 2023.

Changes as of 30 June 2025: The figures for May 2025 have been added, excluding the figures for Amsterdam Schiphol. As soon as the data are available, the figures for Amsterdam Schiphol will be added to this table. The marginal totals for the month of May 2025 are not comparable with the previous periods due to the lack of data for Amsterdam Schiphol and are therefore not available for the period May 2025.

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· Model Aircraft operations conducted in accordance with 14 CFR Part 101, Subpart E.

UAS operators must comply with these flight restrictions in addition to all other applicable Federal Aviation Regulations, including but not limited to, requirements to secure an FAA airspace authorization and/or waiver prior to flying in the airspace where a TFR is in effect.

The information on this website complements Notice to Airmen (NOTAM) NOTAM FDC 7/7282, which generally notifies the public about these temporary flight restrictions (TFR). This website provides UAS operators with more detailed information about these TFRs, including:

· An explanation of what is restricted

· A table listing the selected facilities over which a TFR has been established

· An interactive map providing visual depictions and information about specific TFRs and geospatial (GIS) data that can be downloaded

· An explanation of which UAS operations may be able to access the airspace within a TFR, including instructions for submitting a request

· Reminders on other requirements for UAS operations

WHAT HAPPENS IF I VIOLATE A TEMPORARY FLIGHT RESTRICTION (TFR)?

The FAA classifies the airspace encompassed by these temporary flight restrictions (TFRs) as “national defense airspace” in accordance with Title 49 of the United States Code (USC) § 40103(b)(3). Violations of these TFRs may prompt the following enforcement actions:

A. The U.S. Government may pursue criminal charges, including charges under Title 49 U.S.C § 46307.

B. The FAA may take administrative action, including imposing civil penalties and the revoking FAA certificates and authorizations to operate UAS under Title 49 U.S.C. §§ 44709 and 46301.

WHAT ARE THE BASIC FLIGHT RESTRICTIONS?

The FAA, pursuant to Title 14 of the Code of Federal Regulations (CFR) § 99.7, Special security instructions (SSI), has prohibited all UAS flight operations within the airspace defined under NOTAM FDC 7/7282. Specific locations are described in the table and on the interactive map provided on this website. The TFRs extend from the surface up to 400 feet Above Ground Level (AGL), apply to all types and purposes of UAS flight operations, and remain in effect 24 hours a day, 7 days a week.

See the full text of NOTAM FDC 7/7282 here.

ARE THERE EXCEPTIONS FOR UAS OPERATIONS TO ACCESS A TFR?

The FAA has authorized UAS operations within the TFRs if those flights are in compliance with the applicable requirements listed below:

1) The UAS flight operation has been pre-approved by the designated facility contact based on criteria established by the sponsoring federal agency in coordination with the FAA. Note: UAS operators seeking approval to operate in one of the TFRs defined in this website under this provision must contact the facility’s designated point of contact identified in the table or interactive map, and secure permission to operate within the airspace prior to entry. Pre-approval from the facility or sponsoring agency does not substitute for compliance with FAA requirements. Depending on the nature of the proposed operation and Class of airspace, waiver or authorization may be needed from the FAA before flight. For more information visit our website at www.faa.gov/uas

2). The UAS flight operation is conducted in direct support of an active national defense, homeland security, law enforcement, firefighting, search and rescue, or disaster response mission, and prior notification has been provided to the designated facility contact. Note: UAS operators seeking approval to operate in one of the TFRs defined in this website under this provision must contact the facility’s designated point of contact identified in the table or interactive map, and provide notification prior to entering the airspace. These operators must make every effort to coordinate with the designated facility to deconflict the UAS flight operation with any safety or security concerns stated by the facility and/or sponsoring Federal agency.

3). The UAS flight operation is conducted in direct support of a significant and urgent governmental interest and is approved by the FAA’s System Operations Support Center (SOSC) in advance of entering the TFR. Note: UAS operators, that meet the criteria for thisprovision , may also qualify for access under provision 2 outlined above and are encouraged to coordinate directly with the facility’s designated point of contact identified in the table or interactive map, by providing notification prior to entering the airspace and taking into consideration any safety or security concerns stated by the facility and/or sponsoring Federal agency.

For urgent and time sensitive requests, contact the FAA’s SOSC at (202) 267-8276 for expedited assistance. The FAA’s SOSC will coordinate with the facility and/or sponsoring Federal agency as appropriate.

ARE THERE OTHER REQUIREMENTS TO OPERATE IN A TFR IN ADDITION TO THE EXCEPTIONS?

Separate and distinct from any of the conditions cited above used to gain access to a TFR defined by NOTAM FDC 7/7282 and described in this website, UAS operators must comply with all applicable Federal Aviation Regulations. For example:

For Model Aircraft:

· Comply with 14 CFR Part 101, Subpart E

NOTE: These provisions require model aircraft operators to notify any airport operator and air traffic control tower within 5 miles of the intended area of flight.

For All Other UAS Operators:

· Comply with a Public Aircraft Certificate of Authorization or Waiver (COA), or

· Comply with 14 CFR Part107, Small Unmanned Aircraft Systems, or

· Comply with Section 333 Exemption and a Certificate of Authorization or Waiver (COA)

NOTE: Public and civil UAS operators flying under the provisions of a COA or 14 CFR Part 107 may need to secure further airspace authorizations or waivers in order to conduct the proposed flight operation in controlled airspace, which may overlap with one of the TFRs defined by NOTAM FDC 7/7282 and this website. In those cases, these operators should follow the pre-existing procedures outlined below.

A. Non-emergency requests for UAS airspace authorizations and waivers must be submitted using the regular process as follows:

· 14 CFR Part 107 requests for airspace authorizations and waivers must be submitted to the FAA athttps://www.faa.gov/uas/request_waiver/

·
Section 333 Exemption holders may request a site specific COA at https://oeaaa.faa.gov/oeaaa/external/uas/portal.jsp

· Public aircraft operators without an existing authorization to operate must secure a public COA athttps://ioeaaa.faa.gov/oeaaa/Welcome.jsp

B. Emergency requests for UAS authorizations/waivers for missions that directly support significant and urgent governmental interests (e.g., active national defense, homeland security, law enforcement, and emergency operations missions), which cannot be supported by the FAA’s routine authorization/waiver processes should be referred to the SOSC at (202) 267-8276

ADDITIONAL QUESTIONS?

If you have any general questions regarding UAS operations, please refer to the following FAA webpage: https://www.faa.gov/uas/ , or contact the FAA by email at uashelp@faa.gov or by phone at (844) FLY-MY-UA.

If you have any additional questions regarding the TFRs defined by NOTAM FDC 7/7282 and this website, please contact the FAA SOSC at (202) 267-8276.

Disclaimers

The restrictions depicted on this site reflect temporary flight restrictions issued for national security reasons at select U.S. Federal facilities. There may be additional temporary flight restrictions that prohibit UAS and manned flight in effect in your area. Seehttp://tfr.faa.gov/tfr2/list.html for additional information on flight restrictions that may be in effect in your area before operating your UAS.

China Air: Passenger Traffic: Domestic data was reported at 664.657 Person mn in 2024. This records an increase from the previous number of 590.516 Person mn for 2023. China Air: Passenger Traffic: Domestic data is updated yearly, averaging 95.618 Person mn from Dec 1970 (Median) to 2024, with 42 observations. The data reached an all-time high of 664.657 Person mn in 2024 and a record low of 0.210 Person mn in 1970. China Air: Passenger Traffic: Domestic data remains active status in CEIC and is reported by Civil Aviation Administration of China. The data is categorized under China Premium Database’s Transportation and Storage Sector – Table CN.TI: Air: Passenger Traffic.

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This dataset contains predictions of whether temperature inversions will occur at locations in Allegheny County.

This dataset is still under active development and should be considered to be in "beta".

Motivation

Temperature inversions occur when there is a warmer layer of air above the air at or near ground level. This represents a reversal of the normal flow of heat near the earth and results in the cooler air being trapped near the ground. Temperature inversions can lead to the formation of fog or dew. Pollution or smoke from fires, which would rise and dissipate in the atmosphere under normal conditions, become trapped near the ground in a temperature inversion, potentially leading to hazardous concentrations of pollutants in the air.

This dataset was extracted from NASA's Goddard Earth Observing System Forward-Processing (GEOS-FP) system as a collaboration between NASA's Goddard Space Flight Center and the Western Pennsylvania Regional Data Center, to provide access to 1-day, 3-day, and 5-day predictions of temperature inversions in Allegheny County.

Preprocessing/Formatting/Methodology

This dataset is generated using data-processing scripts written by partners at NASA Goddard Space Flight Center. The scripts extract from the GEOS-FP model the predicted air temperature as a function of latitude/longitude/date/height, and then, starting near surface level, search upward for the height of the local maximum in air temperature. This determines whether a temperature inversion is expected.

Each record is a prediction of whether there will be a temperature inversion, for a particular day at 12pm UTC (7am EST) within five days after the prediction, and for a particular cell in a coarse grid overlaying Allegheny County. If an inversion is predicted, the height of top of the inversion above the ground and the temperature difference between the ground and the top of the inversion are given, as well as an estimate of the inversion strength on a scale of 0 to 4 (where the strength of the inversion is calculated based on the value of the temperature difference). For some locations, we've also added the name of a place (e.g., "Pittsburgh" or "Monroeville") within that cell, to make look-ups easier.

Additionally, we've created forecast maps for the region and 5-day timeline forecasts (for particular locations) of both inversion strength and PM2.5 concentration.

Known Uses

If you are using this dataset, please write to the data steward (listed below) and let us know! Your stories support the development of future datasets like this.

Recommended Uses

This data could provide an early-warning system for certain kinds of unhealthy air-quality events, such as dangerously high PM_2.5 levels from wildfire-induced smog or pollution, trapped near the ground.

Known Limitations/Biases

The spatial resolution of the forecast is pretty coarse.

To validate the forecast, a comparison was made of its predictions with actual temperature-inversion measurements made by weather balloon (or sodar/RASS acoustic upper air profiler) by the Allegheny County Health Department Air Quality Office. The results are shown in this table, which is accompanied by some additional analysis. When the 1-day forecast predicted a strong or moderate inversion, there was about a 90% chance that it was historically correct, and when the 3-day or 5-day forecast confirmed this forecast for the same date, the accuracy increased, with more than 96% historical accuracy when confirmed by the 5-day forecast.

Also, sometimes the model results can not be computed on the expected schedule. (These delays are reported on the "geos5-fp-users" mailing list.) In these instances, the WPRDC's automated processes fall back to the previous day's forecasts; the forecast_version field provides the date and hour that the forecast simulation was started.

Related Datasets

The Allegheny County Health Department's measurement of pollutant concentrations (and other parameters) at several measurements stations are published in the Allegheny County Air Quality dataset.

We are also publishing a dataset that forecasts concentrations of three air quality parameters: carbon monoxide (CO), nitrogen dioxide (NO2), and fine particulate matter (PM2.5).

Credits

This work is the result of a collaboration between the WPRDC and NASA's Goddard Space Flight Center. This dataset would not have been possible without the efforts of NASA Goddard Space Flight Center personnel to apply NASA's atmospheric models and domain expertise to the problem of forecasting temperature inversions, yielding this prototype forecast, tailored to Allegheny County. Thanks also to Jason Maranche and Angela Wilson of the Allegheny County Health Department's Air Quality Program for providing us with, and helping us understand, their historical temperature-inversion measurement data (used to validate the predictions).

As a result of the continued annual growth in global air traffic passenger demand, the number of airplanes that were involved in accidents is on the increase. Although the United States is ranked among the 20 countries with the highest quality of air infrastructure, the U.S. reports the highest number of civil airliner accidents worldwide. 2020 was the year with more plane crashes victims, despite fewer flights The number of people killed in accidents involving large commercial aircraft has risen globally in 2020, even though the number of commercial flights performed last year dropped by 57 percent to 16.4 million. More than half of the total number of deaths were recorded in January 2020, when an Ukrainian plane was shot down in Iranian airspace, a tragedy that killed 176 people. The second fatal incident took place in May, when a Pakistani airliner crashed, killing 97 people. Changes in aviation safety In terms of fatal accidents, it seems that aviation safety experienced some decline on a couple of parameters. For example, there were 0.37 jet hull losses per one million flights in 2016. In 2017, passenger flights recorded the safest year in world history, with only 0.11 jet hull losses per one million flights. In 2020, the region with the highest hull loss rate was the Commonwealth of Independent States. These figures do not take into account accidents involving military, training, private, cargo and helicopter flights.

The volume of air-freight transport in the United Arab Emirates was forecast to decrease between 2024 and 2029 by in total 0.02 billion ton-kilometers. This overall decrease does not happen continuously, notably not in 2026 and 2027. The volume of air-freight transport is estimated to amount to 14 billion ton-kilometers in 2029. As defined by Worldbank, air freight refers to the summated volume of freight, express and diplomatic bags carried across the various flight stages (from takeoff to the next landing). The forecast has been adjusted for the expected impact of COVID-19.The shown data are an excerpt of Statista's Key Market Indicators (KMI). The KMI are a collection of primary and secondary indicators on the macro-economic, demographic and technological environment in more than 150 countries and regions worldwide. All input data are sourced from international institutions, national statistical offices, and trade associations. All data has been are processed to generate comparable datasets (see supplementary notes under details for more information).Find more key insights for the volume of air-freight transport in countries like Oman and Israel.

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The ETA Forecast Trajectory Model was used to produce forecasts of air-parcel trajectories twice a day at three pressure levels over seven sites in Southern Africa for the period August 14, 2000 to September 23, 2000. These sites are Durban, Middleburg, Pietersburg, and Springbok, South Africa; Maun, Botswana; Mongu, Zambia; and Windhoek, Namibia. The twice daily three-dimensional wind field (at 0000 and 1200 UTC) was used as input to the trajectory model. By integrating the vertical motion of the air parcels over a period of time, the trajectory model was able to forecast the net vertical displacement of air parcels during 12-hour periods. The resulting trajectory plots represent the three-dimensional transport of air in time and can be used to examine what is happening in the low-to-mid troposphere during flight and ground-based observations. These levels are most significant in terms of the thermodynamic structure of the troposphere, especially the stable layers and accumulation of material between and below them, as well containing the major levels of subsidence over the subcontinent. The trajectory model output and thermodynamic profiles of the troposphere were used to position aircraft for sampling trace gases, aerosols and other species during the SAFARI 2000 field campaign and to predict regions of high aerosol and trace gas concentrations downwind.The model output data are daily forward and backward trajectory plots at 850 hPa, 700 hPa, and 500 hPa pressure levels for each location. The plots are provided as JPEG images with coordinate, date, and time stamps.