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Assumption 2: Within the context of needing to strike a balance between competing interests referred to in para. 5.3 (above), these Design Guidelines aim primarily for efficient design of Routes and Holds with a view to enhancing safety and maximising ATM capacity.
Assumption 3: Strategic and Design Objectives as well as assumptions have been identified by the design team.
Within the context of Striking the Balance (para. 5.3) and Assumption 2 (above), policy may dictate that the optimisation of Terminal Route design is weighted in favour of environmental mitigation. In such instances, designers may be required to design ‘longer’ routes and/or, minimise the likelihood of tactical routeing by radar vectors over noise-sensitive areas.

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5.4.1 PHASED DESIGN APPROACH

Figure 5- 5: Phased Approach
Figure 5- 5, above, suggests a phased approach to the design of routes and identification of constraints and enablers.
. Step 1: using assumptions only, create a conceptual design either of (‘ideal’) routes and holds or modify existing routes/holds; then
. Step 2: refine the output of Step 1 by ‘adding-in’ PANS-OPS feasibility. Constraints and enablers are identified at this stage and the routes modified accordingly.
-Step 3: may be used if it is necessary to establish the flyability of the terminal routes.
Note 1: Usually, holding patterns are designed along routes and the routes are therefore designed first. Where required, however, it may become necessary to identify the airspace available for holding and design the relevant terminal routes as a function the placement of the holding areas.
Note 2: Throughout the design process, a qualitative analysis should be undertaken – see Part C, Chapter 3 and iterations of the Routes after the design of the Holds are required to stream-line the conceptual design of Routes and Holds.
Note 3: Designers’ attention is drawn to the importance of the ATC System as an enabler (or constraint) in the context of designing Routes and Holds. See Chapter 4, Attachment C.4-2
Comment: When should designers design an ideal system of routes and holds as opposed to modifying the existing system? In most instances, a major change to the operating conditions of the Terminal Airspace would be a good time to attempt a clean start by designing an ideal route/hold system. Such major changes may include (i) the addition/closure of a runway at a major airport; (ii) the creation/closure of an airport within a Terminal Airspace; (iii) addition/removal of Terminal Area Radar; (iv) addition/removal of critical navigation or landing aids; (v) significant change to traffic distribution (e.g. as brought about by political events). Above and beyond this, some designers find it a useful exercise to periodically design an ideal system and use it as a benchmark against which to measure the actual design.
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5.4.2 TERMINAL ROUTES
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