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1.3 Relationship between Network and Sectorisation
There is a close two-way inter-relationship between the network’s structure and sectorisation. Consequently, from the planning phase onwards, it is necessary to ensure that a sectorisation scheme, including possible delegation of ATS, is feasible and viable in relation to the planned network. In particular, the definition of the directions of use on the uni-directional routes, as well as the final alignment of these routes may have to be adapted in consideration of sectorisation efficiency. This could be validated through simulations.
1.4 Civil/Military Interface
Civil/Military co-operation related to the more efficient and flexible use of airspace should be applied on as wide a scale as possible along the principles of the FUA Concept.
1.5 Extension of the FUA concept
Extension of the FUA concept to additional direct routings should be made available under pre-defined civil/civil conditions (Staffing/sectorisation/traffic density). This would mean the extension to larger airspaces (groups of sectors/ACCs) of the current tactical ATC practice of direct routings which is today generally applied within one sector. The automated reprocessing of flight plans would facilitate the further application of this concept.
Edition: 2.0 Released Issue Annex 4A – Page 4-15
1.6 Network Architecture
The definition of major traffic flows should include heavily loaded intra-European routes and/or segments which should be integrated in the overall structure at an early stage of the planning.
The architecture of the network should normally be developed from the core area towards the periphery.
Efforts to eliminate specific traffic bottlenecks should include, as a first step, an in-depth analysis of the factors causing the congestion. In this regard, particular care should be taken to avoid worsening the situation in one area by attempting to improve it in the other.
“Roundabout” network structure should be conceived to fit with specific sectorisation and to allow the splitting of multiple crossings into different sectors.
In the context of complex multiple crossing points, “Roundabout” means the grouping of uni-directional routes of the same series of flight levels (odd and even) on to two different points (areas), thus separated one from the other, in order to allow the establishment of two different sectors and thereby achieving a spread of the workload.
Direct routeings : Structured routeings with “Roundabouts” :
Square shaped crossing points (even levels) and The resulting location of the actual crossing points
diamond shaped crossing points (odd levels) are makes it possible to split the former sector into two
complex and may result in an overloaded sector sectors and enhance the maximum capacity.
which cannot be split. (limited maximum capacity)
The number of ATS Routes should be kept to a minimum but should be in line with the traffic demand in respect of ATM capacity and most direct routing.
Although it is accepted that a large number of ATS routes can improve route capacity, it is also recognised that a large number of crossing points, especially in congested areas, can reduce sector capacity. Planners should optimise capacity by introducing new routes with as few crossing points as possible and these crossing points should be well clear of congested areas.
Whenever in the planning phase and based on forecast demand, an ATS route has been planned to accommodate a specific flow of traffic, its subsequent implementation should - if the traffic demand by that time is no longer met -be reconsidered. Redundant ATS routes should be deleted.
Use of uni-directional routes should be extended, particularly in areas where the interaction of climbing and/or descending traffic is a limiting factor, with the expected advantage that the improved structuring of the traffic would increase ACC Sector capacities.
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