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f) Possible complexity of being used under more than one category and in particular
harmonise with their neighbours the fixed period of “Weekend” routes as Category 1 and the intended availability as Category 2; g) Expected impact on ATC sector management (grouping/degrouping).
Page 4-12 Released Issue  Edition: 2.0
4.4.3.5.2  In order to assist national Level 1 Route Planners in the Categorisation of ATS Route in Permanent Route or one of the three different categories of CDRs, guidelines based on eight (8) major questions related to ATFM, ATC and ASM requirements are proposed at Annex 4E.
4.4.3.5.3  A CDR can be established at Level 1 in more than one of the three categories. For example, two flight planning possibilities can be defined for a particular CDR e.g. a CDR used at week-ends can be plannable during a fixed period from Friday 17.00 to Monday 08.00 (Category One), or flight planned in accordance with AUPs at other times (Category Two).

4.4.4  Harmonised Publication of Conditional Routes
4.4.4.1  The possible partition of a CDR into different categories on a time and/or on vertical basis requires both the indication of the CDR category in the “Remarks” column in the AIP description of ATS routes, and the addition of an explanatory note at the front of ENR 3. A fictitious example of a harmonised publication of the three categories of CDRs is given in Annex 4F.

4.4.5  Depiction on the ASM Planning Chart
4.4.5.1  ICAO also requires the ATS route scheme to be displayed on a chart. For that purpose Permanent Routes and the three different categories of CDRs should have a distinct depiction style to indicate how operators should flight plan for such routes.
4.4.5.2  For airspace planners, EUROCONTROL produces (paper) ASM Planning Charts in different scales and an electronic map (Skyview). Both of them depict permanent routes in plain black lines, CDR 1 in dashed black, CDR 2 in dashed red, CDR 3 in dashed green and mixed categories CDR 1/CDR 2 in dashed purple.
Edition: 2.0 Released Issue  Page 4-13
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Page 4-14 Released Issue Edition: 2.0
Annex 4A
(Extract from “Concept and Criteria for Medium Term EUR Route Network and Associated Airspace Sectorisation”)
1. GENERAL CRITERIA FOR ATS ROUTE NETWORK DEVELOPMENT
1.1 Basic Structure
A network of ATS routes should form the basis for the determination of the airspace organisation and the required air traffic services and facilities. It should be so established as to enable a majority of flights to operate along, or as near as possible to, the direct route from point of departure to destination.
Region-wide ATS route structures should be set up along broad alignments joining major origin/destination areas. These alignments must be structured in an operationally viable way.
In order to achieve optimum ATM capacity there may be a need for non-optimum flight levels and routings.
The restructuring of the ATS Route network should be performed in an evolutionary manner. As the restructuring of entire portions of the airspace, e.g. a major traffic axis, is agreed, implementation should not be delayed whilst waiting for the plans for restructuring of additional portions to be completed. States may need to ensure, where they cannot accept proposals being made, that they present an alternative.
1.2 International Planning
The process should provide States with an internationally agreed broad and basic concept of the airspace and ATS Route structure in the ECAC area serving as a basis for national or regional planning.
States should plan major changes of their airspace and ATS Route structure affecting the basic ATS Route Network with prior co-ordination and exchange of information with the largest possible number of international parties concerned.  This should be carried out well in advance and preferably in multilateral fora.
　
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