.
 frequency shortage

.
co-ordination burden (workload increases)

.
short transit times

.
complex network (within Lower Airspace, especially close to TMAs)

1.3.2 Option 2: Increased Sector Capacity
In the core area especially, therefore, the efforts of the RNDSG must be focused on increasing sector capacity. This objective can be facilitated, if airspace planners in the overall design of the route network bear in mind the need to reduce the complexity of ATS route structure and thereby control tasks by:
keeping the number of ATS routes controlled by a sector to a minimum
specialisation of routes (dualised routes/deconflicted ARR/DEP routes)

. deconfliction of traffic flows (elimination of unnecessary cross-overs)

Edition: 2.0 Released Issue Annex 4B – Page 4-21
. organisation of traffic flows (segregation of main traffic flows)
Possible solution

Origin
.
 appropriate relocation of crossing points, where possible

.
rationalisation of crossing points, where possible

Consequently, from the planning phase onwards, it is necessary to take into account a certain number of criteria to ensure that a given sectorisation scheme is feasible in relation to a planned network.
1.4  Criteria
As a fundamental tool to ensure the relationship mentioned above, it is necessary to have standardised criteria developed by the RNDSG in order to establish, modify or validate en-route and Terminal sectors.
1.4.1  General Criteria Applicable to Sector Development : Sectorisation architecture should be:
.  
based on operational requirements

.  
planned on a coordinated, international basis

.  
drawn up independent of FIR or national boundaries

.  
operationally efficient, i.e. maximise ATM capacity while accommodating user demand

.  
fully consistent with the evolution of the route network

Page 4-22 – Annex 4B Released Issue  Edition: 2.0
.  
fully consistent with the airspace utilisation (CDRs / route scenarios)

.  
sufficiently flexible to respond to varying traffic demand and to temporary changes in traffic flows (morning, evening, week, week-end traffic), this includes:

1.
the combination of sectors to balance varying demands

2.
the reconfiguration of sector boundaries through use of air blocks to match prevailing traffic flows

.  
constructed to ensure operational and procedural continuity across national borders

.  
designed to take into account military requirements and those of other airspace users

.  
configured to ensure optimum utilisation of the ATS route network (balanced load on the sectors)

.  
configured to minimise co-ordination workload

.  
designed, where appropriate, to utilise techniques based on specialisation of task depending on the nature of traffic and its density

.  
designed, in general, to be laterally larger for high level sectors than the underlying lower sectors in respect to traffic density and complexity

.  
based on the following factors:

.  
traffic volume/density utilising up-to-date data and projected trends

. 
 traffic complexity

.  
nature of traffic (en-route, climbing or descending traffic)

. 
 ATC system capability

1.4.2 Specific Criteria to Enhance Sector Capacity:
I. Conflict Points:
Sectorisation architecture should:

.  limit number of conflict points in the same sector involving major traffic flows
　
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