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4.4.3.2.6  CDR 1 closures will therefore only be promulgated in the Conditional Route Availability Message (CRAM) as repetition for safety of the decision already published with appropriate advance AIS notice.
4.4.3.2.7  When establishing CDR 1, the national high level policy body should provide the Airspace Management Cell (AMC) with clear criteria for publication of its possible unavailability especially when the consequence on ACC Sector capacity and handling is very important e.g. during Peak Hours or weekends10.
10 In the case of exceptional military activities, if this unavailability has to be applied to weekend routes, the re-routing of significant numbers of aircraft by ATC may not be feasible. In that case, AOs would be required to change their RPLs/FPLs in accordance with the CDR 1 closures published with appropriate advance AIS notice.
Edition: 2.0 Released Issue  Page 4-11
4.4.3.2.8  When tactical re-routing is taking place due to a CDR 1 closure, any aircraft which experiences radio communication failure before receiving re-routing instructions will continue on the flight planned route. It could therefore penetrate an active Temporary Segregated Area (TSA). Planners must be aware of the need for ATC to be able to curtail activity in a TSA at very short notice to maintain safety.
4.4.3.2.9  When establishing a CDR 1, the national high level policy body should therefore ensure that procedures are established for the safe handling of flights which experience radio communication failure.
4.4.3.3  CATEGORY TWO - Non-Permanently Plannable CDR
4.4.3.3.1  Category Two CDRs (CDRs 2) will form part of pre-defined routing scenarios. CDRs 2 will be established and utilised with the aim of maximising one or more of the following benefits: - better traffic distribution, increase in overall ATC capacity and flight economy.
4.4.3.3.2  CDRs 2 availability can be requested to adjust traffic flow, when a capacity shortfall has been identified and after consideration of relevant ACC factors has been made by the FMPs/ACCs concerned.
4.4.3.3.3  Flights on CDRs 2 may be flight planned only when the CDR is made available in accordance with the appropriate AMC allocation listed in part “ALPHA” of the AUP and repeated in the CRAM.
4.4.3.4  CATEGORY THREE - Not Plannable CDR
4.4.3.4.1  Category Three CDRs (CDRs 3) are those that are expected to be available at short notice. Flights will be planned on the basis of the utilisation of the permanent ATS route network around the areas.
4.4.3.4.2  After co-ordination with the military unit(s) in charge of the associated TRA, TSA, R or D Area(s), the GAT controller may offer an aircraft a short-notice routing through the area using a pre-defined CDR 3.
4.4.3.4.3  CDRs 3 can be published in AIPs as CDRs usable on ATC instructions only. CDRs 3, not being subject to allocation the day before by AMCs, will not form part of the AUP nor the CRAM.
4.4.3.5  Guidelines for the Categorisation of CDRs -(see Annex 4E)
4.4.3.5.1  When States decide on the category to be applied to a CDR they should, in addition to their foreseen availability, take due account of the :
a)  Possible complexity of co-ordination with the military units involved and the opening in real-time of CDR 3;
b)  Possible Cross-Border aspects and harmonise with their neighbours to the greatest possible extent the categorisation, Flight Levels and intended availability of such routes;
c)  Possible difficulties of re-routing, in real-time, all or some aircraft;
d)  Need for the dissemination of the CDR availability the day before operations to all ATM users (ACCs, CFMU/IFPS/CADF, AOs, ...) or to confine such information to
one or several ATC sector(s) within one ACC for tactical use only;
e) Possibility to form part of different routing scenarios (see paragraph 4.4.3.2.2);
　
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