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technology [thus Terminal Routes should seek to meet ATC objectives and PANS-ATM criteria first, and not be predicated upon a particular technology merely because it is available].
In summary, it can be said that design in this document promotes the view that the Terminal Airspace volume is the ‘resultant’ airspace created after the routes have been designed and other institutional requirements taken into account. Thus routes are designed to first support the objectives of air traffic control and facilitate the management of air traffic whilst ensuring the protection of IFR flight paths and obstacle clearance.
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Airspace design plays an integral role in the safety of the totality of the air traffic management system. As such, design of a Terminal Airspace is aimed primarily at ensuring that safety is improved or at least maintained by the design of or changes to the design of Terminal Airspace. This requirement is embodied both in ICAO and EUROCONTROL text.
At a global level, ICAO places an obligation upon States to meet stringent safety requirements. These requirements, which are not exclusive to airspace design are stated in Annex 11 at para. 2.26 ATS Safety Management which reads in its first paragraph (at 2.26.1) that “States shall implement systematic and appropriate ATS safety management programmes to ensure that safety is maintained in the provision of ATS within airspaces and at aerodromes.”
From this ‘starting point’, flow many other requirements detailed variously in ICAO PANS-ATM (Doc. 4444), and, at European level, in the EUROCONTROL Safety and Regulatory Requirements (ESARRs 3 and 4).
From a strategic perspective, both global and regional strategies may be described as safety centred in that these strategies give weight to and support unequivocally the Safety objectives set at both global and regional level. In Europe, from an airspace design perspective, the EUROCONTROL ATM2000+ may be viewed as the ‘ parent’ strategy which is detailed in the EUROCONTROL Airspace Strategy for ECAC.
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In the period to 2015, air traffic demand in the ECAC area is forecast to double to 15.8 million movements per annum.
Resolution of En Route-type delays:
Whilst many delays and bottlenecks have traditionally been generated by what is known as the en-route environment, this has not normally been associated with arriving and departure traffic flows for airports. However, as programmes for the enhancement of the en-route structure have been progressively introduced (e.g. Basic Area Navigation (B-RNAV) and Reduced Vertical Separation Minimum, (RVSM)), the percentage of delays occurring in the upper airspace is reducing and, increasingly, a higher percentage of delays will be attributed to airports and their associated Terminal Airspace infrastructure. It is anticipated that this focus will occur as early as 2005.
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本文鏈接地址：EUROCONTROL MANUAL FOR AIRSPACE PLANNING 1(100)
