4.4.2  Criteria for the Definition of Routing Scenarios
4.4.2.1  CDRs should be planned to complement the ATS Route network and should lead to the development of flexible, but pre-defined routing scenarios (see examples in Annex 4D). Scenarios based on CDRs should take due account of the:
a)  Expected traffic demand and nature of the traffic:  manoeuvring, overflying, arrival or departure; b) Foreseen period of CDR availability and the CDR Category (see paragraph
4.4.3.2.3 below and Annex 4E); c) Expected  impact on ATC Sector Capacity and  flight economy resulting from CDR use; d) Flexibility of an eventual change in ATC sectorisation configuration required for
activation/de-activation of CDRs; e) Existing national boundaries, airspace and route structure and TMA interface:
possibility of cross-border CDRs;
f)  Possible impact on ATS airspace classification:
the airspace class may be different when the change of area status from TSA to
CDR leads to the provision of different air traffic services;
g) Application of RNAV techniques;
h) Capability of the FPPS to activate the different routing scenarios;
i) Impact on OAT and GAT controllers’ workload.

Page 4-10 Released Issue  Edition: 2.0

4.4.3  Criteria Governing the Categorisation of Conditional Routes
4.4.3.1  General
4.4.3.1.1  CDRs can be divided into different categories according to their foreseen availability, flight planning possibilities and the expected level of activity of the (possible) associated AMC-manageable areas (see Para 4.4.3.3.1). A CDR can be established at Level 1 in one or more of the three following categories:
a) Category One - Permanently Plannable CDR during the times published in AIPs;
b) Category Two - Non-Permanently Plannable CDR, and
c) Category Three - Not Plannable CDR.

4.4.3.2  CATEGORY ONE- Permanently Plannable CDR during the times published in AIPs
4.4.3.2.1  When a CDR is expected to be available for most of the time, it can be declared as permanently plannable for stated time periods and published as a Category One CDR (CDR 1) in AIPs. CDRs 1 can either be established on a H 24 basis or for fixed time periods.
4.4.3.2.2  CDRs 1 will form part of the strategic ATS route planning process and will complement the permanent ATS route network. Consequently, CDRs 1 are expected to be available for the time period declared in the AIP. Any closure of a CDR 1, which needs action to re-file the flight plan, has therefore to be published with appropriate advance AIS notice.
4.4.3.2.3  In the event of a short notice unavailability of a CDR 1, aircraft will be tactically handled by ATC at Level 3. Operators should consider the implications of such a possible re-routing and use of the alternate ATS routes published for each CDR 1 in the “Remarks” column of the AIP (see paragraph 4.4.3.2.4).
4.4.3.2.4  Therefore, when deciding on the categorisation of a Conditional Route as CDR 1, the impact of its unavailability on ACCs handling must be carefully assessed10. But, when national ATS route closure process can be transparent to the operators and has no impact on neighbouring States, CDR 1 unavailability will be managed by the AMC at Level 2 in a similar way as CDR 2 availability and be promulgated as such in Airspace Use Plans (AUPs) only for information to Approved Agencies (AAs) and ATS units concerned.
4.4.3.2.5  Any foreseen period of non-availability of CDRs 1 known or decided at pre-tactical level would if practicable, be promulgated for information to national AAs and ACCs concerned through national AUPs in the list “BRAVO” of Closed ATS Routes. In such cases, and considering the impact on RPL/FPL processing, the unavailability information is only for AAs and ATS units and will be handled at Level 3 which will then not require flight planning actions by AOs.
　
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