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3.1.1  The question associated with . 8 is: would the proposed route and its alternate be established in two different ATC sectors? If ‘yes’, progress to . ., if not progress to.。 
3.1.2  Consideration should be given in particular to the possibility of establishing the proposed route in a sector currently under utilised, or, to relieve an adjacent critical sector from frequent overloading, or, from imposing repeated delays. 
3.2  Possible Demand/Capacity Imbalance  (See . e ) 
3.2.1  The third question associated with . e based on the expected demand/capacity imbalance is: should correct flight data processing be requested for ATFM Pre-Tactical measures? if the answer is ‘yes’, progress directly to. 8a, if the answer is ‘no’ progress to . 0. 
3.3  Increase in ATC Sector Capacity (See . . ) 
3.3.1  The question posed in . . is: would the availability of the proposed route lead to a formal change in the sector capacity figure? The related ATFM actions having no direct impact in the CDR categorisation process, progress directly to . 0, if the answer is either ‘yes’ or ‘no’. 
Note:  This means that the CFMU will react on sector capacity changes whatever category of CDR is involved. 
4.  ATC REQUIREMENTS 
4.1  Correct FPLs Requested by ATC (See .0) 
4.1.1  The question posed in . 0 is: should correct FPLs be requested by ATC? If the answer is ‘yes’, progress to . 0. If the answer is ‘no’, progress directly to 8b. 
4.2  Correct Flight Processing Done Locally (See . 0 ) 
4.2.1  The question posed in . 0 is: would local reprocessing of FPL be impossible? If the answer is ‘yes’, which means that FPLs can’t be reprocessed locally, progress to 8a. If the answer is ‘no’, which means that FPLs can be reprocessed locally, progress directly to 8b. 
Note:  If the answer to . 0 or to . 0 is ‘no’, this means that in the event of short notice 

(un)availability of a CDR, tactical re-routing will be instructed by ATC.
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Annex 4E – Page 3
5.  ASM REQUIREMENTS
5.1  Expected High CDR Availability for most of the time or during fixed time (See
. 8a)
5.1.1  The question associated with . 8a, based on expected high CDR availability, is: would the proposed route expected to be available for most of the time (i.e. H 24) or during fixed time period (e.g. at week-ends, nights or at peak hours) and any very rare long-term closure  be published with appropriate AIS notice ? If the answer is ‘yes’,
the route should be categorised as a CDR1. If the answer is ‘no’, progress to ..
Note:  If the answer to . 8a is either ‘yes’ or ‘no’, this means that tactical rewriting being not possible, CDR (un)availability requires in any case action to refile the flight plan.
5.2  Expected High CDR Availability for most of the time or during fixed time (See . 8b)
5.2.1  The question associated with . 8b, based on expected high CDR availability, is: would the proposed route expected to be available for most of the time (i.e. H 24) or during fixed time period (e.g. at week-ends, nights or at peak hours) and in the event of short notice unavailability, tactical re-routing be instructed by ATC (See Note
below . 0 and . 0)? If the answer is ‘yes’, the route should be categorised as a CDR1. If the answer is ‘no’, then the route proposal should be categorised as a CDR3.
5.3  CDR 2 Availability Criteria (See . .)
5.3.1  
The question associated with . ., to confirm that a proposed route was eligible for categorisation as a CDR 2 is: would the minimum activation time of the route be two hours or more as defined in para. 4.5.4.i ?  If the answer is ‘no’, it should be rejected for categorisation as a CDR altogether.
　
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