Fix: Solved missing refs by rerender, changed tbl to fig in 02-sys..

docs/02-system_overview.html

@@ -462,16 +462,16 @@ <h2 data-number="2.1" class="anchored" data-anchor-id="organisation-of-air-navig
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 <section id="high-level-system-comparison" class="level2" data-number="2.2">
 <h2 data-number="2.2" class="anchored" data-anchor-id="high-level-system-comparison"><span class="header-section-number">2.2</span> High Level System Comparison</h2>
-<p><a href="#tbl-HLC2022">Table&nbsp;<span class="quarto-unresolved-ref">tbl-HLC2022</span></a> summarises the key characteristics of the Brazilian and European air navigation system for 2023. Comparing the high-level numbers, Brazil utilised an increased number of Air Traffic Controllers (ATCOs) even during the pandemic period. In contrast, the European system showed a reduction of total ATCOs in service. The different behaviour suggests a difference in work force flexibility between the systems. This may be partly explained by the fact that DECEA shares part of the structure used in basic training with other Air Force training processes. This leads to a more centralised and rigid process, in which abrupt reactions in hiring planning are unwanted due to the lengthy process of calling for candidates according to Brazilian laws related to public service jobs. In Europe, there exists a mix of organisational models and labour contracts ranging from public service to fully commercial organisation. En gros, European providers were able to react to the lower demand levels by delaying/stopping recruitment/training and offering early retirement packages.</p>
+<p><a href="#fig-HLC2022">Figure&nbsp;<span>2.1</span></a> summarises the key characteristics of the Brazilian and European air navigation system for 2023. Comparing the high-level numbers, Brazil utilised an increased number of Air Traffic Controllers (ATCOs) even during the pandemic period. In contrast, the European system showed a reduction of total ATCOs in service. The different behaviour suggests a difference in work force flexibility between the systems. This may be partly explained by the fact that DECEA shares part of the structure used in basic training with other Air Force training processes. This leads to a more centralised and rigid process, in which abrupt reactions in hiring planning are unwanted due to the lengthy process of calling for candidates according to Brazilian laws related to public service jobs. In Europe, there exists a mix of organisational models and labour contracts ranging from public service to fully commercial organisation. En gros, European providers were able to react to the lower demand levels by delaying/stopping recruitment/training and offering early retirement packages.</p>
 
 <!-- Note: this table is imported from powerpoint - check for figures-handmade.pptx in ./figures -->
-<div id="tbl-HLC2022" class="cell tbl-parent quarto-layout-panel anchored" data-tbl-cap="High Level Comparison 2023">
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-<p><img src="./figures/HLC-table.png" class="img-fluid"></p>
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+<div id="fig-HLC2022" class="quarto-figure quarto-figure-center anchored">
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+<p><img src="./figures/HLC-table.png" class="img-fluid figure-img" style="width:95.0%"></p>
+<p></p><figcaption class="figure-caption">Figure&nbsp;2.1: High Level Comparison 2023</figcaption><p></p>
+</figure>
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@@ -483,15 +483,15 @@ <h2 data-number="2.2" class="anchored" data-anchor-id="high-level-system-compari
 <div id="fig-Apt-Rank-Comparison2022" class="quarto-figure quarto-figure-center anchored">
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 <p><img src="./figures/p_cumsum_tot.png" class="img-fluid figure-img" style="width:90.0%"></p>
-<p></p><figcaption class="figure-caption">Figure&nbsp;2.1: Airport Rank Comparison 2022</figcaption><p></p>
+<p></p><figcaption class="figure-caption">Figure&nbsp;2.2: Airport Rank Comparison 2022</figcaption><p></p>
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 <p>This report launched a first analysis of the systems’ network utilisation, taking advantage of the rich experience in comparing two regional aviation systems. Aviation infrastructure is always expensive and complex to maintain, including cost for the provision of air navigation services. The analysis of the facilities’ locations distribution for this service has always basically accompanied the distribution of airports in a region. Recently, technological feasibility modified this logic with the possibility of remote services and still with the possibility of joining more than one remote installation to provide services to several locations simultaneously.</p>
 <p>Still, a closer look at the dynamics of these routes and potential connectivity between sites may indicate the potential for capacity to be exploited by the aviation community or that idle capacity is installed without reasonable prospects for use.</p>
-<p>In <a href="#fig-Apt-Rank-Comparison2022">Figure&nbsp;<span class="quarto-unresolved-ref">fig-Apt-Rank-Comparison2022</span></a>, we see the distribution of commercial departures for 2022 in both regions. Note that the concentration is proportionally slightly higher on the Brazilian side, with less than 50 airports handlinging 80% of the commercial take-offs that year. In comparison, the European system distributed the same percentage over approximately 100 airports.<br>
-For both regions, the aforementioned share of air traffic is centralised in a small subset of airports. On the other hand, the cumulative charts in <a href="#fig-Apt-Rank-Comparison2022">Figure&nbsp;<span class="quarto-unresolved-ref">fig-Apt-Rank-Comparison2022</span></a> show that a high number of airports service under 1% of the regional air traffic volume. In both systems, this represents more than half of the airports that serve commercial flights. In Europe, approximately 486 airports handle only 1% of the movements, while in Brazil, there are 210 for the same percentage.<br>
+<p>In <a href="#fig-Apt-Rank-Comparison2022">Figure&nbsp;<span>2.2</span></a>, we see the distribution of commercial departures for 2022 in both regions. Note that the concentration is proportionally slightly higher on the Brazilian side, with less than 50 airports handlinging 80% of the commercial take-offs that year. In comparison, the European system distributed the same percentage over approximately 100 airports.<br>
+For both regions, the aforementioned share of air traffic is centralised in a small subset of airports. On the other hand, the cumulative charts in <a href="#fig-Apt-Rank-Comparison2022">Figure&nbsp;<span>2.2</span></a> show that a high number of airports service under 1% of the regional air traffic volume. In both systems, this represents more than half of the airports that serve commercial flights. In Europe, approximately 486 airports handle only 1% of the movements, while in Brazil, there are 210 for the same percentage.<br>
 Despite being an already historically established distribution and somewhat expected, the aviation sector agents must revisit this data constantly to verify the use of deployed resources and capacity. There is scope for further assessing the service provision at smaller operations with a view to accommodate demand and capacity.</p>
 <p>Analysing the part of ANS, specifically on the Brazilian side, the proportion of flights using AFIS aerodromes in this sample is 10.73%. Among them, the busiest airport serviced approximately 4146 commercial departures in 2022 while only 124 were handled at the least busy AFIS aerodrome. In most cases, these operations represent remote airports where aviation is deemed needed to give access to that community. For the European data, a similar pattern is expected. The current data does not allow for a labelling of all aerodromes in terms of ATS service provision (in particular, the identification of AFIS-only services).</p>
 <p>Future work may highlight to what extent also resources within the European context are bound to establishing basic connectivity. Further research can explore how both regions can maximise installed capacity, benefit from novel operational or technical concepts, and suggest improvements for ANS provision.</p>