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Stage  1  2  3  4  5 
Traffic Density  X  Low  Medium  High  Very High  Very High 
Traffic Complexity  X  Low  Medium  Medium  High  Very High 
Terminal Routes  X  RV*  RV*  SID/STARs + Rv  SIDs/ARR RV  SIDs/STARS, RNAV IAPs & RV
ATS Routes  ATS Routes  ATS Routes  STARs/DEP ATS Routes 
‘Prevailing’ Route System(s)  EUR ARN  EUR ARN  EUR ARN  Terminal  Terminal 
Hold Placement  X  No  No  No  Yes  Yes
Yes  Yes  Yes  Yes 
Terminal Airspace Structure  X  Lower limit stepped  Lower limit stepped  Lower limit stepped  Lower limit flattens out  Lower limit tends to be flat (see Figure 7-3) 
Sectors  X  No  Geog.  Geog.  Fn+FAD  Functional and Geographic
Geog.  Geog.  Geog.  Geog. 

Table 7- 1: Example of Characteristics of an Evolving Terminal Airspace
Commentary on Table 7- 1;
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Terminal Routes: The less ‘busy’ Terminal Airspace (Stages 1 or 2), the greater the use made of Radar Vectors inside the Terminal Airspace.

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Generally, as ATM complexity increases (this is a function of traffic density and other factors such as ATC System, Communication and Navigation Equipment available etc.- see Chapter 4, Attachments C.4-1 and C.4-2) the Terminal Route system tends to become more rigid and therefore less flexible;

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Significantly, STARs associated with Stage 5 in existing ECAC Terminal Airspace systems tend to commence in the EUR ARN and terminate inside the Terminal Airspace system at a holding stack (see Part C, Chapter 5).

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‘Prevailing’ Route System: Generally, the less busy a Terminal Airspace, the more likely the prevalence of the EUR ARN. This means that the Terminal Route connections to the EUR ATS Routes are required to ‘fit in’ with the requirements of EUR ARN.

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As the Terminal Airspace becomes busier, this prevalence tends to shift from EUR ARN to the Terminal Routes which means that the EUR ATS Routes in the vicinity of the Terminal Airspace (system) are required to fit in with the prevalence of the Terminal Routes. This shift is already in evidence in Stage 4 – and considerable operational difficulties may arise if this swith in prevalence does not occur.

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Hold Placement: Given the smaller size of the Terminal Airspace in 1 to 3, it is not surprising that most holding (for sequencing purposes) is likely to occur outside the Terminal Airspace. As more airspace becomes available - in 3 and 4 – and more holding is required, holding areas may also be added inside the Terminal Airspace. One of the problems which remains, however, is that there is often insufficient space to create the necessary amount of holds (as mentioned at para. 7.3.1).

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Given the larger airspace which tends to be provided by the creation of a Terminal Airspace system, the holds tend to be placed inside the Terminal AIrspace system in

Stage 5.
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Sectors: The busier an airspace becomes, the more complex the mixture of Geographic and Functional Sectorisation. (see explanations in Chapter 6). This may be explained by the fact that high-density Terminal Airspaces tend to have less prominent Arrival and Departure peaks

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It is not possible to state which sectorisation type is preferred in Stage 5. Usually, the traffic density and airspace complexity is such that sectorisation is decided on the basis of what is safe, efficient and workable from an ATC perspective.
　
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