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In application of the Flexible Use of Airspace concept, conditional routes should be
planned to reinforce the permanent ATS route network based on pre-defined
utilisation scenarios compatible with operationally efficient sector configuration.
The establishment of CDRs should as far as possible be supported by the generalisation of area type controlled airspace.
4.2.4.3  FC 3 -Route network planning in ECAC airspace should take place in a seamless way, disregarding FIR boundaries.
Delegation of ATS should be utilised where necessary to enhance the capacity and efficiency of the ATM system. FIR boundaries and ATS limits of responsibility should not constrain such delegation.  The following examples indicate where such ATS delegation should take place:
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when alignments of routes drawn independently of FIR boundaries determine the location of crossing points close to existing FIR/sector boundaries, in order to provide the controller with sufficient anticipation with respect to entering traffic;

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when alignments of routes affect an FIR airspace for a short distance, in order to avoid the hand-over of aircraft and additional co-ordination workload;

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for terminal sectors (vertical and/or geographically) in order to enable the controller to anticipate the regulation/vectoring of inbound traffic flow.

4.2.4.4  FC 4 -As from Version 4, maximise the capacity enhancement potential ofRVSM implementation on 24th January 2002.
Edition: 2.0 Released Issue  Page 4-7

4.2.5  Planning Techniques (PT)
4.2.5.1  PT 1 -Establish specialised routes.
In dense areas, additional capacity can be gained by the segregation and deconfliction of arrival/departure routes and their separation from overflight routes. This structure should be applied for climbing and descending phases.

 

4.2.5.2  PT 2 -Establish specialised sectors.
Based on the structure described above, specialised sectors should be established, grouping sets of routes of similar nature (arrival/departure; see illustration below), direction, and/or flight level series (odd level specialised sector, even level specialised sector). Where practicable, sectors should be specialised to solve one main specific problem.

4.2.5.3  PT 3 -Organise any essential crossing of ATS routes carrying major trafficflows as close as practical to their origin.
Network development should be done in such a way that any essential crossing of ATS routes carrying major traffic flows can be carried out as close as possible to their origin.  However, taking into consideration the network complexity in the vicinity of the origin area, it may be more appropriate to transfer the crossing into areas where the network/traffic density is lower.

Page 4-8  Released Issue Edition: 2.0

4.3  DEVELOPING A NEW VERSION OF THE ARN
4.3.1 General
4.3.1.1  In developing Version 3 of the ARN, the RNDSG produced a comprehensive list of criteria applicable to both route network and sector development. These were included in a separate document as a deliverable in the EATCHIP programme: Doc ASM.ET1.ST02.Del01. This deliverable was endorsed by the ANT in October 1997. As this work is still applicable in general terms to the development of routes and sectors, and as the time available to the RNDSG, did not allow a review of this work before the commencement of the development process for Version 4, it was agreed that the Version 3 criteria would continue to be the basis for Version 4, supplemented by specific criteria applicable in the context of RVSM Implementation.
4.3.2  Overview of Criteria used for Route Network and Sectorisation Development
4.3.2.1  The general criteria used for route network and sectorisation development, as drawn up for Version 3, are included as Annex A and Annex B.  These general criteria are now complemented by the Guidelines developed as a result of the simulations and evaluations carried out to assess the impact of RVSM in an Airspace context. These EUR RVSM Implementation guidelines are summarised in Chapter 4.3.3.
　
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