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Figure 5- 6: Segregate Arrivals from Departures
This Guideline contains three elements, all of which aim to ensure that Terminal (arrival and departure) routes are kept apart as much as possible. Whilst Guideline R1.1 and R1.2 are alternative ways of resolving the SID/STAR interaction (though R1.1 is preferred, see below) Guideline R1.3 is an add-on which may be viewed as complementary to R1.1 and R1.2. These three Guidelines are described in shaded text below with illustrations.
.  R1.1: TO THE EXTENT POSSIBLE, TERMINAL ARRIVAL AND DEPARTURE ROUTES SHOULD BE LATERALLY SEGREGATED FROM EACH OTHER;
This Guideline means that the entry and exit points of a Terminal Airspace should be different. The illustration provided at Figure 5-7 demonstrates this Guideline; A denotes the entry point (arrivals) and D the exit point (departures).

Can the type of route shown in Figure 5-7 be designed for B-RNAV certified aircraft? Given that B-RNAV certification has no requirement for a database (the RNAV system is only required to accept manual entry of four way points) and that the turn anticipation is in the region of 22NM, B-RNAV. terminal routes requiring precise turns such as shown in Figure 2-3 cannot be designed for aircraft having only B-RNAV certification. (see Attachment C.4-1 of Chapter 4) 
Can the type of route shown in Figure 5-7 be designed using P-RNAV? Yes. The requirement for a database is one of the fundamental differences between B-RNAV and P-RNAV. This said, whilst P-RNAV certified aircraft are capable of more precise turns, consistent track keeping is not guaranteed. For this, RNP RNAV with its Radius to Fix capability is required. (see Attachment C.5-1, this Chapter). 
Does RNAV change how close the down-wind can be designed to the landing runway? It does not… The minimum distance between the downwind and the landing runway is a function of aircraft performance e.g. the slower the aircraft the closer the downwind can be placed. This said, inertia of (particularly) large aircraft on the turn makes it impracticable to place the downwind closer than 5NM. (Placing the down-wind closer than this increases the risk of aircraft over-shooting the final approach track when turning to final. 
　
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