Crossing areas should not conflict with climb or descent lanes of major airports.
Direct routeing
A
The extension of crossing areas between ATS Routes should be kept to a minimum (crossing at right angles).
Area of non-separation
The two routes are considered as a single route in the area of non- separation.
FL change may be necessary if longitudinal separation is not sufficient.
Currently two different applications of the ICAO table of cruising levels coexist in the EUR Region. This leads to a requirement for aircraft transiting the boundary between the two application areas to change flight levels. Consideration should be given to the possible increase of system capacity which would result from a less rigid application of the present method of segregation of eastbound and westbound flight levels. This is already practised in some “one-way” ATS routes.
Edition: 2.0 Released Issue Annex 4A – Page 4-17
It should be recognised that the definition of a given flight level allocation scheme will have a direct impact upon the way in which major crossing points will have to be organised.
1.8 Shorthaul Routes and Levels
Specific routing and/or flight level allocation for short haul city pairs may be established.
1.9 Transition* Routes
The traffic in the ECAC area is predominantly short haul traffic with nearly half of the flight distance spent in climb and descent phases. From the first stage of the network planning, it is therefore necessary to consistently integrate major transition* routes in the whole structure and to ensure TMA-Network interfaces compatibility (see Solution A below). This is valid for the major origin/destination areas.
Fixed routes systems based on RNAV should, if necessary, be applied at airports with high traffic density to specialise arrival and departure routes. Such route systems (specialised routes) should be designed to enable arriving, departing and overflying traffic to be separated systematically, while seeking to permit economical flight paths (see Solution B below). In order to optimise the use of airspace and aerodrome capacity route systems should be designed, where possible, to take account of different aircraft performance capabilities.
Page 4-18 – Annex 4A Released Issue Edition: 2.0
Annex 4B
(Extract from “Concept and Criteria for Medium Term EUR Route Network and Associated Airspace Sectorisation”)
1 GENERAL CRITERIA FOR AIRSPACE SECTORISATION DEVELOPMENT
1.1 Introduction
At present many of the constraints in the ECAC ATM system are caused by a lack of adequate sector capacity. With traffic demand increasing steadily at average annual rates of 4 to 5%, it is clear that achievement of enhanced sector capacity is a crucial objective if congestion problems and their associated delays are to be minimised.
A number of studies and analyses have been carried out in Europe, which have identified the close interrelationship between sectorisation and route network configuration. Therefore, this relationship must be taken into consideration in planning the improvement of the ECAC ATM system. In particular, it is essential to ensure that route network and airspace sectorisation are coherent and compatible, if optimum capacity gains are to be realised. In particular, the planning of Version 3 incorporates this consideration.
1.2 Method/Rationale
In developing the optimum airspace structure the RNDSG has adopted a Top Down or overall ECAC wide approach (see paragraph 3.1). This approach is an outcome of the following rationale.
FIR boundaries which are mainly contiguous with State boundaries can have the affect that ATC sector boundaries are not always optimal for air traffic flows and ATM requirements. The non-optimal airspace structure then dictates the structure of the route network on which the traffic flows are accommodated. This former approach constrains the options for solutions, whereas the Top Down or Network-oriented approach (Appendix A.6 refers) is less constrained.
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