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EUROPEAN ORGANISATION FOR THE SAFETY OF

AIR NAVIGATION
AIRSPACE, FLOW MANAGEMENT AND NAVIGATION BUSINESS DIVISION

CEATS
AIRSPACE STRUCTURE
Fourth CEATS SAAM Evaluation – Phase Two

Airspace Structure Development

Edition : 0.1
Edition date : May 2003
Status : Released Draft
Class : EUROCONTROL

SAAM evaluation no. 49

EUROPEAN AIR TRAFFIC MANAGEMENT PROGRAMME


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DOCUMENT IDENTIFICATION SHEET

DOCUMENT DESCRIPTION

Document Title

CEATS Airspace Structure


Fourth CEATS SAAM Evaluation – Phase Two

PROGRAMME REFERENCE INDEX: EDITION: 0.2 Released Draft


EDITION DATE: May 2003
Abstract
This study is a follow-up of previous Simulations/Evaluations (SAAM 1&2&3, RTS 1&2, FTS 1&2)
carried for the CEATS airspace and is meant to macroscopically assess various proposals
establishing the baseline sectorisation for the proposed implementation of the Central European Air
Traffic Services.
The study was made with input from the CEATS Airspace Planning and Implementation Group –
CAPIG - and in co-ordination with CEATS Strategic Planning and Development Unit (CSPDU).
The main objectives of the second phase of the Fourth CEATS SAAM Evaluation are refine the
results obtained in the first phase and to provide sector collapsing information.
The results of this and future SAAM evaluations will be used in the preparation of the fast and real
time simulations to be carried out by the CEATS Simulation and Research & Development Centre
(CRDS) at Budapest and in the preparation of the CEATS Airspace Plan. The resulting baseline
sectorisation will be used for establishing the minimum operational requirements for the CEATS
UAC and for initiating the transition to implementation of CEATS.
The study was made at the request of the CEATS Airspace Planning and Implementation Group –
CAPIG.

CONTACT PERSON: George RANGA TEL: 93233 UNIT: AMN

DOCUMENT STATUS AND TYPE

STATUS CATEGORY CLASSIFICATION


Working Draft þ Executive Task o General Public þ
Draft o Specialist Task þ EUROCONTROL þ
Proposed Issue o Lower Layer Task o Restricted o
Released Issue o

ELECTRONIC BACKUP

INTERNAL REFERENCE NAME: CEATS_SAAM4_rep01


HOST SYSTEM MEDIA SOFTWARE
Microsoft Windows Type: Hard disk SAAM; Office 97
Media Identification: M:\CAPIG_SAAM4\Final_report\
CEATS_SAAM4_phase2_office
97.doc
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DOCUMENT APPROVAL
The following table identifies all management authorities who have successively approved the present issue of this
document.

AUTHORITY NAME AND SIGNATURE DATE

Task Leader AMNU

EUROCONTROL Mr George RANGA

Task Leader CSPDU

EUROCONTROL
Ms Vesna KOJIC

Airspace Structure

Project Leader AMNU


Mr Alain DUCHENE
EUROCONTROL

Senior Operational Expert


CSPDU
Mr Petr PODHRAZSKY
EUROCONTROL

The following people contributed to the Fourth CEATS SAAM Evaluation:

AMNU CSPDU CAPIG

Mr T. Champougny Ms V. Kojic Mr Kristian WOLLNER


Mr A. Duchene Mr P. Podhrazsky Mr Sinisa BELOSEVIC
Mr R. Falk Mr Roman KURAL
Mr A. Joubert Mr Zdenek NOHAVA
Mr G. Ranga Mr Tibor KOVALIK
Mr Janos SZABÓ
Mr Sauro FIORANI
Mr Igor URBANIK
Mr Gregor JANHUBA
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DOCUMENT CHANGE RECORD

The following table records the complete history of the successive editions of the present document.

SECTIONS
EDITION DATE REASON FOR CHANGE PAGES
AFFECTED
0.1 11.02.2003 Incorporate comments from AMNU & CSPDU all
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Summary

Summary ................................................................................................................................. 1
A. SAAM4 Phase 2 Objectives .................................................................................................... 11
B. SAAM4 Phase 2 Results ......................................................................................................... 11
C. SAAM4 Phase 2 Assumptions ................................................................................................ 11
D. Detailed description of the methodology used for each objective............................................ 12
1. Objectives 1 & 2 - Re-evaluate the sectors C10, C10A & the area of sectors C12, C13 and
C14A...................................................................................................................................... 12
2. Objective 3 - Additional SHER and Workload information for the sectors C14, C15_1,
C15_2, C16_1, C16_2 with a DFL at FL355. ......................................................................... 12
3. Objective 4 - Evaluate sector collapsing scenarios for all sector groupings....................... 12
4. Objective 5 - New traffic sample to be used in 2003 simulations ....................................... 14
Annex A ....................................................................................................................................... 15
Sector C10 ............................................................................................................................. 16
Sector C10A .......................................................................................................................... 21
Sector C12 ............................................................................................................................. 25
Sector C13 ............................................................................................................................. 31
Sector C14 A ......................................................................................................................... 35
Annex B ....................................................................................................................................... 38
Additional SHER and Workload information for the sectors C14, C15, C15_1, C15_2, C16
and the sub-sectors C16_1 and C16_2 ................................................................................. 38
Annex C ....................................................................................................................................... 43
Collapsing scenarios.............................................................................................................. 43
Annex D ....................................................................................................................................... 59
Time availability of all Organisation C sectors and group of sectors ...................................... 59
Annex E ....................................................................................................................................... 61
Hourly availability of all Organisation C sectors and group of sectors (green – sector available
for operation, black – sector not available for operation) ....................................................... 61
Annex F ....................................................................................................................................... 63
Example of one possible sector configuration / sector hourly distribution (green – sector
activated, black – sector not activated) .................................................................................. 63
Annex G....................................................................................................................................... 64
Complete set of data for the all CEATS sectors studied – Total number of aircraft in 24 hours,
Average distance flown in sector (NM), Average time flown in sector (minutes).................... 64
Conclusions ................................................................................................................................. 68
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A. SAAM4 Phase 2 Objectives

Objective 1 - Re-evaluate the sectors C10, C10A

CAPIG/2 required that the sectors C10 and C10A be further evaluated using as a basis the AMNU proposal for short-
term improvements and co-ordination with Austria, Slovenia and Croatia. A firm proposal is required to enable
agreement by CAPIG/3.

Objective 2 - Re-evaluate the area of sectors C12, C13 and C14A

Following proposal by Italy, CAPIG/2 required that the area of sectors C12, C13 and C14A are further evaluated and
that a consolidated proposal is included in SAAM/4 – Phase 2. As required, FL295 will be used as the min FL for the
CEATS airspace above the Italy.
Provide comparison between the CEATS Reference Sectorisation (from CEATS FTS 2) and the tested scenario of
the area of sectors C12, C13 and C14A.

Objective 3 - Provide additional traffic load data regarding the sectors C14, C15_1, C15_2, C16_1, C16_2 with a
DFL at FL355

Phase 1 considered the sectors C14, C15_1, C15_2, C16_1, C16_2 grouped or without a DFL above FL285. It is
required that Phase 2 is presenting sector loads figures for all these sectors – de-grouped and with a DFL at FL355.

Objective 4 - Evaluate sector collapsing scenarios for all sector groupings

SAAM/4 Phase 2 will identify all possible sectors collapsing scenarios inside the SAAM/2 defined sector groups. It is
recognized that the sector groups may slightly change to adapt to the new shape of the sectors as resulting from
SAAM/4 phase 1 and Phase 2 objective 1 and 2.

Objective 5 - Generate new traffic sample to be used in 2003 simulations

- Following the agreement of CAPIG on the results of SAAM/4 – Phase 1 – a traffic sample will be generated for
the following fast-time and real-time evaluations.
- The traffic sample will consider all assumptions made at the beginning of the study and will also contains all
proposed amendments to the route network and 2D/3D rules proposed by CAPIG

In addition to these objectives, a table with general data (no. of aircraft / day, average distance flown and average
time flown in each sector) is produced for all Organisation C sectors and collapsed sectors and made available in
Annex G to this report.

B. SAAM4 Phase 2 Results

Results for all the above objectives will be in the form of:
- maps
- SHER
- Workload
- Interpretation of results
- New coding of sectors (agreed with CSPDU) will be used, indicating difference from the current CEATS
Reference Sectorisation (from CEATS FTS 2) towards the new edition proposed to the CAPIG/3.
- Sector C0 (Innsbruck area) will be displayed in results as delegated to Munich as evaluated in the SAAM1.

C. SAAM4 Phase 2 Assumptions

The study will be carried on the following assumptions:


- the route network used for traffic distribution is the latest ARN V4bis – as agreed by RNDSG
- the traffic sample would be representative and show an increase of ~36% compared with the current traffic levels
(same percentage of increase as in previous evaluations)
- the traffic distribution is made on the principles of shortest route
- all known and required flight profile constraints will be applied (2D/3D)
- the initial CEATS reference sectorisation will be corrected when obvious design errors (sector clipping, etc.) are
found

11
D. Detailed description of the methodology used for each objective
1. Objectives 1 & 2 - Re-evaluate the sectors C10, C10A & the area of sectors C12, C13 and C14A

Following an exchange of messages with the CAPIG representatives of Austria, Croatia and Slovenia an agreement
was reached to re-shape the sector C10A so that the north/western border of this sector is slightly moved to the
North.
Unfortunately, it was not possible to get a proposal covering the whole CEATS airspace in regard of the second
objective of the phase. However, the Organisation B sectors were re-assessed above the Italian airspace (C12, C13
and C14A) so to reflect the base FL 295 as requested by Italy.

These two modifications formed the basis for the new CEATS Organisation C sectors. Details about this
sectorisation, SHER, workload and results are to be found in the Annex A to this report.

2. Objective 3 - Additional SHER and Workload information for the sectors C14, C15_1, C15_2,
C16_1, C16_2 with a DFL at FL355.

Following the request by the Croatian representative at CAPIG, SAAM4 Phase 2 is to present sector loads figures for
all sectors C14, C15_1, C15_2, C16_1, C16_2 – de-grouped and with a DFL at FL355.
These figures are to be found in Annex B to this report.

3. Objective 4 - Evaluate sector collapsing scenarios for all sector groupings

SAAM/2 provided a number of four Sector Groups to be used for various purposes – ATCO license qualification
area, areas where re-shaping of sectors is permitted with th purpose of improving the operations, areas where sector
collapsing is permitted, etc.
These sector groups (as provided by SAAM/2) are highlighted in the picture below:

Group North

Group Mid

Group Mid-South

Group South-West

SAAM 2 Sector Groups

12
Further to the CEATS SAAM/2 Sector Groups, a number of studies where made on the manpower planning,
transition possibilities etc. In addition to all these studies, the CEATS sectorisation evolved. In order to better cope
with all these, CSPDU proposed that the CEATS Sector Groups be changed as in the picture below. The
sectorisation used as the backbone of this change is the Organisation C of CEATS SAAM/4.:

Group North

Group Mid

Group
South-West
Group Mid-South

SAAM 4 Sector Groups

The collapsing scenarios further developed considered the newly developed Sector Groups and were based on a
collapsing methodology as described below. A number of at least 3 collapsing methods were applied in addition to
the one already studied – the vertical collapsing of the same sector (e.g. C1 from FL285 to UNL – actually composed
out of two elementary sectors, C1U, from FL285 to FL355 and C1UH, from FL355 to UNL). These collapsing
methods are graphically described here below:

Collapsing type 1

13
Collapsing type 2

Collapsing type 3
The third collapsing type can be used in the areas where traffic with a strong pattern (Arrivals to LOWW for example)
can be encapsulated in one sector while the sectors around are not very much charged and can be grouped. This
kind of collapsing is, however, putting a very specific request on the future CEATS systems.

Important note: The methodology used for determining the operational acceptability of a collapsed sector is
similar to the one used for a normal ATC sector. HOWEVER, it is important to note that there are no capacity
values determined for a collapsed sector. The same value like for the normal sectors was used BUT the
determination of the time availability was made based on the workload indicator.

The results of all the collapsing scenarios can be found in Annex C to this report. In addition to these scenarios a
table with the time availability of all the CEATS sectors and collapsed sectors, is produced and available in Annex D
to the report. A graphical description of the hourly availability is in Annex E.

One example of a possible CEATS Sector configuration is given in Annex F and it is only to illustrate the possibilities
offered by such an hourly availability table.

4. Objective 5 - New traffic sample to be used in 2003 simulations


The traffic sample

14
Annex A

Base FL
FL 295

Base FL
FL 295

Base FL
FL 295

CEATS Organisation C Sectors


15
Sector C10
Organisation B Organisation C

FTS/2 FL Cut: 345 FTS/2 FL Cut: 345

FL Cut Studied: 335, 345, 355, FL Cut Studied: 335, 345, 355,
365,375 365,375

FL Cut proposed: 345/365 FL Cut proposed: 355

16
Organisation B Organisation C

C10U 285 345 Sher wkl Capacity 70 90 C10U 285 355 Sher wkl 70 90
90 90

45 45

0 0

Time Time < 3 hours

C10UH 345 660 Sher wkl Capacity 70 90 C10UH 355 660 Sher wkl 70 90
90 90

45 45

0 0

Time Time
< 3 hours

C10 285 660 Sher wkl Capacity 70 90 C10 285 660 Sher wkl 70 90
90 90

45 45

0 0

Time Time

17
C10UH 345 365 Sher wkl Capacity 70 90
90

45

Time

C10T 365 660 Sher wkl Capacity 70 90


90

45

Time

18
CAPIG proposal(s) for change:

· Leave the interface C10/C10A as it is (n.e. in Organisation B) under the provision that the main
traffic flows will not be changed initially.

· C10 and C10A remains as they are now (n.e. in Organisation B) under condition that the routes
(especially eastbound) are realigned so to give the opportunity for the C10A to be capable to
solve south-west/north-east crossings which are significant in this area. In addition, dealing with
the Eastbound convergence (marked with a red circle on the sector picture) in C10 would relief
ZAG area. This also seems acceptable from the fact that westbound crossings are solved before
entering C10.

· Border of C10 A (n.e. in Organisation B) should be moved in northern part at least on line that is
5NM north of the national border Austria/Slovenia (below VIW).

Other proposals/comments (AMNU, CSPDU, previous experience with CEATS evaluations, etc.)

Following initial CAPIG recommendations, the border between C10 and C10A is changed in the
Organisation B and actually represents more or less, the current interface between the Austrian and
Slovenian sectors in the area.

Following the request by CAPIG/2, a second thought on the interface between C10 and C10A resulted in
an scenario evaluated in Organisation B.

Various proposals and considerations were expressed by Austria, Croatia and Slovenia, the final scenario
being built on the understanding that the route network remains as initially agreed – ARN V4 bis – while
the sector border between C10 and C10A is moved right below the point VIW for the sake of better
including the eastbound conflict point (marked with a red circle) in C10A.

Pros and cons to the modification of the ARN V4bis plans were also expressed, being agreed that such
changes are to be further discussed in the frame of the CAPIG short/medium term improvements.

Conclusion:

Workload/SHER:

In organisation B, the workload indicator does exceed the acceptable values for more than 3 hours, - so
the sector requires a vertical split for the period 0500 - 2200. The cut at FL345 is not enough to balance
the traffic and after testing various solutions the only acceptable is, from 0900 to 1600, to create an
intermediate layer from FL345 to FL365.

The move of the eastbound conflict point from C10 to C10A in Organisation C resulted in the possibility to
split Sector C10 at FL355 with no overloading exceeding the acceptable duration in the two U and UH
sectors. However, this possibility is to be confirmed by real time simulations, as the traffic figures are
quite high in this very complex sector.

The SHER indicator confirms the above.

Route network/ interface with surrounding sectors:

The route network and the interface between the sectors C10 and C10A requires further consideration
(e.g. structural solution to the network to enable sectorisation along the main East/West flows of traffic)
and will be studied in the frame of CAPIG short/medium term improvements.

Preferred organisation / option:

SAAM/4 is proposing the organisation C with the FL split at FL355.

19
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20
Sector C10A
Organisation B Organisation C

FTS/2 FL Cut: 345 FTS/2 FL Cut: 345

FL Cut Studied: 345, 355 FL Cut Studied: 345, 355

FL Cut proposed: 345 FL Cut proposed: 355

21
Organisation B Organisation C

C10AU 285 345 Sher wkl Capacity 70 90 C10AU 285 355 Sher wkl 70 90
90 90

45 45

0 0

Time Time

C10AUH 345 660 Sher wkl Capacity 70 90 C10AUH 355 660 Sher wkl 70 90
90 90

45 45

0 0

Time Time

C10A 285 660 Sher wkl Capacity 70 90 C10A 285 660 Sher wkl 70 90
90 90

45 45

0 0

Time Time

22
CAPIG proposal(s) for change:

· Leave the interface C10/C10A as it is (n.e. in Organisation B) under the provision that the main
traffic flows will not be changed initially.

· C10 and C10A remains as they are now (n.e. in Organisation B) under condition that the routes
(especially eastbound) are realigned so to give the opportunity for the C10A to be capable to
solve south-west/north-east crossings which are significant in this area. In addition, dealing with
the Eastbound convergence (marked with a red circle on the sector picture) in C10 would relief
ZAG area. This also seems acceptable from the fact that westbound crossings are solved before
entering C10.

· Border of C10 A (n.e. in Organisation B) should be moved in northern part at least on line that is
5NM north of the national border Austria/Slovenia (below VIW).

Other proposals/comments (AMNU, CSPDU, previous experience with CEATS evaluations, etc.)

Following initial CAPIG recommendations, the border between C10 and C10A is changed in the
Organisation B and actually represents more or less, the current interface between the Austrian and
Slovenian sectors in the area.

Following the request by CAPIG/2, a second thought on the interface between C10 and C10A resulted in
an scenario evaluated in Organisation B.

Various proposals and considerations were expressed by Austria, Croatia and Slovenia, the final scenario
being built on the understanding that the route network remains as initially agreed – ARN V4 bis – while
the sector border between C10 and C10A is moved right below the point VIW for the sake of better
including the eastbound conflict point (marked with a red circle) in C10A.

Pros and cons to the modification of the ARN V4bis plans were also expressed, being agreed that such
changes are to be further discussed in the frame of the CAPIG short/medium term improvements.

Conclusion:

Workload/SHER:

In organisation B, the workload indicator does exceed the acceptable values for more than 3 hours, - so
the sector requires a vertical split for the period 0600 - 1600. This is perfectly understandable as the
sector C10A is now crossed by an additional number of about 300 flights coming from C10A. The cut at
FL345 is enough to balance the traffic.

In organisation C the move of the eastbound convergence (marked with a red circle) in C10A resulted in
additional workload. The split at FL 355 is better balancing this workload between the U and the UH
resulting sectors and ensures a more coherent interface with the sector C10.

The SHER indicator confirms the above.

Route network/ interface with surrounding sectors:

The route network and the interface between the sectors C10 and C10A requires further consideration
(e.g. structural solution to the network to enable sectorisation along the main East/West flows of traffic)
and will be studied in the frame of CAPIG short/medium term improvements.

Preferred organisation / option:

SAAM/4 is proposing the organisation C with the FL split at FL355.

23
Left blank intentionally

24
Sector C12
Organisation B Organisation C

FTS/2 FL Cut: 345 FTS/2 FL Cut: 345

FL Cut Studied: 325, 335, 345, FL Cut Studied: 325, 335, 345,
365 365

FL Cut proposed: 335/365 FL Cut proposed: 335/365

Base FL: FL285 Base FL: FL295

25
Organisation B Organisation C

C12U 285 335 Sher wkl Capacity 70 90 C12U 295 335 Sher wkl 70 90 Capacity
90 90

45 45

0 0

Time Time

C12UH 335 660 Sher wkl Capacity 70 90 C12UH 335 660 Sher wkl Capacity 70 90
90 90

45 45

0 0

Time Time

C12 285 660 Sher wkl Capacity 70 90 C12 295 660 Sher wkl 70 90
90 90

45 45

0 0

Time Time

26
Organisation A Organisation B

C12UH 335 365 Sher wkl Capacity 70 90 C12UH 335 365 Sher wkl Capacity 70 90
90 90

45 45

0 0

Time Time

C12T 365 660 Sher wkl Capacity 70 90 C12T 365 660 Sher wkl Capacity 70 90
90 90

45 45

0 0

Time Time

27
Left blank intentionally

28
CAPIG proposal(s) for change:

· Use the boundaries as indicated in the CEATS Agreement


· Use FL295 as base FL for the CEATS airspace above Italy (Organisation C)

Other proposals/comments (AMNU, CSPDU, previous experience with CEATS evaluations, etc.)

The sector C12, C13 and C14a were slightly amended in Organisation B so to reflect the content of the
CEATS agreement. The interface between these sectors was also slightly amended to better insert the
conflict point within the sector dealing with it.

It should be noted that these changes are in no way modifying the values of the workload/SHER
indicators but marginally.

Conclusion:

Workload/SHER:

In both organisations the workload/SHER indicators exceed the acceptable values for more than 3 hours
so the sector is requiring a vertical split for the period 0600 to 2100. An additional cut at FL365 is
required, at least from 0900 to 2000, ensuring then the correct balance of the traffic.

The SHER indicator confirms the above.

Route network/ interface with surrounding sectors:

Previous SAAM evaluations and ANTs RNDSG activities already identified the area of BZO as an area
where further improvements are required from the point of view of the route network where the traffic
conflicting in BZO should be separated so that to enable a sectorisation in between.

The whole area requires further consideration and should be part of a separate specific study.

Preferred organisation / option:

SAAM/4 is proposing the organisation C with the FL split at FL335/365.

29
Left blank intentionally

30
Sector C13
Organisation B Organisation C

FTS/2 FL Cut: 355 FTS/2 FL Cut: 355

FL Cut Studied: 355 FL Cut Studied: 355

FL Cut proposed: 355 FL Cut proposed: 355

Base FL: FL285 Base FL: FL295

31
Organisation B Organisation C

C13U 285 355 Sher wkl Capacity 70 90 C13U 295 355 Sher wkl 70 90 Capacity
90 90

45 45

0 0

Time Time

C13UH 355 660 Sher wkl Capacity 70 90 C13UH 355 660 Sher wkl Capacity 70 90
90 90

45 45

0 0

Time Time

C13 285 660 Sher wkl Capacity 70 90 C13 295 660 Sher wkl 70 90 Capacity
90 90

45 45

0 0

Time Time

32
CAPIG proposal(s) for change:

· Use the boundaries as indicated in the CEATS Agreement


· Use FL295 as base FL for the CEATS airspace above Italy (Organisation C)

Other proposals/comments (AMNU, CSPDU, previous experience with CEATS evaluations, etc.)

The sector C12, C13 and C14a were slightly amended in Organisation B so to reflect the content of the
CEATS agreement. The interface between these sectors was also slightly amended to better insert the
conflict point within the sector dealing with it.

It should be noted that these changes are in no way modifying the values of the workload/SHER
indicators but marginally.

Conclusion:

Workload/SHER:

In both organisations the workload/SHER indicators exceed the acceptable values for more than 3 hours
so the sector is requiring a vertical split for the period 0800 to 1400. The FTS/2 proposed cut at FL355 is
balancing the traffic load between the two resulting U and UH sectors in both scenarios.

The SHER indicator confirms the above.

Route network/ interface with surrounding sectors:

This area should be studied in conjunction with the sector C12 area.

Preferred organisation / option:

SAAM/4 is proposing the organisation C with the FL split at FL355.

33
Left blank intentionally

34
Sector C14 A
Organisation B Organisation C

FTS/2 FL Cut: No cut FTS/2 FL Cut: No cut

FL Cut Studied: No cut FL Cut Studied: No cut

FL Cut proposed: No cut FL Cut proposed: No cut

Base FL: FL285 Base FL: FL295

35
Organisation B Organisation C

C14A 285 660 Sher wkl Capacity 70 90 C14A 295 660 Sher wkl 70 90 Capacity
90 90

45 45

0 0

Time Time

36
CAPIG proposal(s) for change:

· Use the boundaries as indicated in the CEATS Agreement


· Use FL295 as base FL for the CEATS airspace above Italy (Organisation C)

Other proposals/comments (AMNU, CSPDU, previous experience with CEATS evaluations, etc.)

The sector C12, C13 and C14a were slightly amended in Organisation B so to reflect the content of the
CEATS agreement. The interface between these sectors was also slightly amended to better insert the
conflict point within the sector dealing with it.

It should be noted that these changes are in no way modifying the values of the workload/SHER
indicators but marginally.

Conclusion:

Workload/SHER:

In both organisations the sector loads are not exceeding the acceptable values.

The SHER indicator confirms the above.

Route network/ interface with surrounding sectors:

No specific issues are to be mentioned for this sector but may be required that it is revisited after a study
on the area of the sectors C12 and C13 is completed.

Preferred organisation / option:

SAAM/4 is proposing the organisation C with no FL cut.

37
Annex B
Additional SHER and Workload information for the sectors C14, C15, C15_1, C15_2, C16 and
the sub-sectors C16_1 and C16_2

C15 1 285 355 Sher wkl 70 90 Capacity


90

45

Time

C15 1 285 660 Sher wkl 70 90 Capacity


90

45

Time

C15 1 355 660 Sher wkl 70 90 Capacity


90

45

Time

38
C15 285 355 Sher wkl 70 90 Capacity
90

45

Time

C15 285 660 Sher wkl 70 90 Capacity


90

45

Time

C15 355 660 Sher wkl 70 90 Capacity


90

45

Time

C15 2 285 355 Sher wkl 70 90 Capacity


90

45

Time

39
C15 2 285 660 Sher wkl 70 90 Capacity
90

45

Time

C15 2 355 660 Sher wkl 70 90 Capacity


90

45

Time

C16 1 285 355 Sher wkl 70 90 Capacity


90

45

Time

C16 1 285 660 Sher wkl 70 90 Capacity


90

45

Time

40
C16 1 355 660 Sher wkl 70 90 Capacity
90

45

Time

C16 285 355 Sher wkl 70 90 Capacity


90

45

Time

C16 285 660 Sher wkl 70 90 Capacity


90

45

Time

C16 355 660 Sher wkl 70 90 Capacity


90

45

Time

41
C16 2 285 355 Sher wkl 70 90 Capacity
90

45

Time

C16 2 285 660 Sher wkl 70 90 Capacity


90

45

Time

C16 2 355 660 Sher wkl 70 90 Capacity


90

45

Time

42
Annex C
Collapsing scenarios
C1 C2 285 660 Sher wkl 70 90
90

C1 UH C2 UH

45

C1 U C2 U

Time

Time available 00:00 06:00 20:00 24:00

C1 C2 UH 355 660 Sher wkl 70 90


90

C1 UH C2 UH
45

C1 U C2 U

Time

Time available 00:00 24:00


C1 C2 U 285 355 Sher wkl 70 90
90

C1 UH C2 UH
45

C1 U C2 U

Time

Time available 00:00 24:00


C1 C2 Lshape Sher wkl 70 90
90

C1 UH C2 UH
45

C1 U C2 U

Time

Time available 00:00 08:00 20:00 24:00

43
C7 C4 285 660 Sher wkl 70 90
90

C7 UH C4 UH
45

C7 U C4 U

Time

Time available 00:00 07:00 20:00 24:00

C7 C4 UH 355 660 Sher wkl 70 90


90

C7 UH C4 UH
45

C7 U C4 U

Time

Time available 00:00 24:00


C7 C4 U 285 355 Sher wkl 70 90
90

C7 UH C4 UH
45

C7 U C4 U

Time

Time available 00:00 24:00


C7 C4 Lshape Sher wkl 70 90
90

C7 UH C4 UH
45

C7 U C4 U

Time

Time available 00:00 07:00 16:00 24:00

44
C5 C6 285 660 Sher wkl 70 90
90

C5 UH C6 UH
45

C5 U C6 U

Time

Time available 00:00 03: 00 22:00 24:00

C5 C6 UH 355 660 Sher wkl 70 90


90

C5 UH C6 UH
45

C5 U C6 U

Time

Time available 00:00 07:00 21:00 24:00

C5 C6 U 285 355 Sher wkl 70 90


90

C5 UH C6 UH
45

C5 U C6 U

Time

Time available 00:00 06:00 17:00 24:00

Time available

45
C5 C8 285 660 Sher wkl 70 90
90

C5 UH C8 UH
45

C5 U C8 U

Time

Time available 00:00 06:00 21:00 24:00

C5 C8 Lshape Sher wkl 70 90


90

C5 UH C8 UH
45

C5 U C8 U

Time

Time available 00:00 10:00 16:00 24:00


C5 C8 U 285 355 Sher wkl 70 90
90

C5 UH C8 UH
45

C5 U C8 U

Time

Time available 00:00 24:00


C5 C8 Lshape Sher wkl 70 90
90

C5 UH C8 UH
45

C5 U C8 U

Time

Time available 00:00 10:00 16:00 24:00

46
C6 C9 285 660 Sher wkl 70 90
90

C6 UH C9 UH
45

C6 U C9 U

Time

Time available 00:00 03:00 22:00 24:00

C6 C9 UH 355 660 Sher wkl 70 90


90

C6 UH C9 UH
45

C6 U C9 U

Time

Time available 00:00 06:00 21:00 24:00

C6 C9 U 285 355 Sher wkl 70 90


90

C6 UH C9 UH
45

C6 U C9 U

Time

Time available 00:00 06:00 17:00 24:00


C6 C9 Lshape Sher wkl 70 90
90

C6 UH C9 UH
45

C6 U C9 U

Time

Time available 00:00 05:00 21:00 24:00

47
C8 C9 285 660 Sher wkl 70 90
90

C8 UH C9 UH
45

C8 U C9 U

Time

Time available 00:00 05:00 21:00 24:00

C8 C9 UH 355 660 Sher wkl 70 90


90

C8 UH C9 UH
45

C8 U C9 U

Time

Time available 00:00 24:00


C8 C9 U 285 355 Sher wkl 70 90
90

C8 UH C9 UH
45

C8 U C9 U

Time

Time available 00:00 24:00

Time available

48
C10 C8 285 660 Sher wkl 70 90
90

C10 UH C8 UH
45

C10 U C8 U

Time

Time available 00:00 05:00 22:00 24:00

C10 C8 UH 355 660 Sher wkl 70 90


90

C10 UH C8 UH
45

C10 U C8 U
0

Time

Time available 00:00 09:00 16:00 24:00


C10 C8 U 285 355 Sher wkl 70 90
90

C10 UH C8 UH
45

C10 U C8 U

Time

Time available 00:00 09:00 14:00 24:00


C10 C8 Lshape Sher wkl 70 90
90

C10 UH C8 UH

45

C10 U C8 U

Time

Time available 00:00 06:00 17:00 24:00

49
C10 C10A 285 660 Sher wkl 70 90
90

C10 UH C10AUH
45

C10 U C10 U
0

Time

Time available 00:00 05:00 22:00 24:00

C10 C10A UH 355 660 Sher wkl 70 90


90

C10 UH C10AUH
45

C10 U C10A U
0

Time

Time available 00:00 06:00 16:00 24:00


C10 C10A U 285 355 Sher wkl 70 90
90

C10 UH C10AUH
45

C10 U C10A U

Time

Time available 00:00 09:00 14:00 24:00

C10 UH C10AUH

C10 U C10A U

Time available 00:00 05:00 22:00 24:00

50
C10 C10A C8 285 660 Sher wkl 70 90
90

C10 C10A C8

45

Time

Time available 00:00 04:00 22:00 24:00

10 C10A C8 UH 355 66 Sher wkl 70 90


90

C10 C10A C8

45

Time

Time available 00:00 05:00 22:00 24:00

C10 C10A C8 U 285 355 Sher wkl 70 90


90

C10 C10A C8

45

Time

Time available 00:00 06:00 21:00 24:00

Time available

51
C11 C15 1 285 660 Sher wkl 70 90
90

C11 UH C15 UH
45

C11 U C15 U

Time

Time available 00:00 05:00

C11 C15 1 UH 355 660 Sher wkl 70 90


90

C11 UH C15 UH
45

C11 U C15 U

Time

Time available 00:00 10:00 15:00 24:00


C11 C15 1 U 285 355 Sher wkl 70 90
90

C11 UH C15 UH
45

C11 U C15 U
0

Time

Time available 00:00 24:00


C11 C15 1 Lshape Sher wkl 70 90
90

C11 UH C15 UH
45

C11 U C15 U

Time

Time available 00:00 10:00 16:00 24:00

52
11 C15 1 C15 2 285 660 Sher wkl 70 90
90

C11 C15 1 C15 2

45

Time

Time available 00:00 04:00

C11 C15 1 C15 2 UH 355 660 Sher wkl 70 90


90

C11 C15 1 C15 2

45

Time

Time available 00:00 05:00 17:00 24:00


C11 C15 1 C15 2 U 285 355 Sher wkl 70 90
90

C11 C15 1 C15 2

45

Time

Time available 00:00 08:00 15:00 24:00

53
C11 C16 C15 1 C15 2 285 660 Sher wkl 70 90
90

C11 C15 C16

45

Time

Time available

C11 C16 C15 1 C15 2 UH 355 660 Sher wkl 70 90


90

C11 C15 C16

45

Time

Time available 00:00 05:00

C11 C16 C15 1 C15 2 U 285 355 Sher wkl 70 90


90

C11 C15 C16

45

Time

Time available 00:00 06:00 22:00 24:00

54
C15 1 C14 285 660 Sher wkl 70 90
90

C151UH C14 UH
45

C151U C14 U

Time

Time available 00:00 07:00 16:00 24:00

C15 1 C14 UH 355 660 Sher wkl 70 90


90

C151UH C14 UH
45

C151U C14 U

Time

Time available 00:00 24:00


C15 1 C14 U 285 355 Sher wkl 70 90
90

C151UH C14 UH
45

C151U C14 U
0

Time

Time available 00:00 24:00


C15 1 C14 Lshape Sher wkl 70 90
90

C151UH C14 UH

45

C151U C14 U

Time

Time available 00:00 24:00

55
C16 C15 1 C15 2 285 660 Sher wkl 70 90
90

C16 C15 1 C15 2

45

Time

Time available 00:00 06:00 22:00 24:00

C16 C15 1 C15 2 UH 355 660 Sher wkl 70 90


90

C16 C15 1 C15 2

45

Time

Time available 00:00 06:00 14:00 24:00

C16 C15 1 C15 2 U 285 355 Sher wkl 70 90


90

C16 C15 1 C15 2

45

Time

Time available 00:00 24:00

56
C12 C13 295 660 Sher wkl 70 90
90

C12 UH C13 UH
45

C12 U C13 U

Time

Time available 00:00 05:00 21:00 24:00

C12 C13 UH 355 660 Sher wkl 70 90


90

C12 UH C13 UH
45

C12 U C13 U

Time

Time available 00:00 24:00


C12 C13 U 295 355 Sher wkl 70 90
90

C12 UH C13 UH
45

C12 U C13 U

Time

Time available 00:00 08:00 17:00 24:00

Time available

57
C13 C14A 295 660 Sher wkl 70 90
90

C13 UH C14AUH
45

C13 U C14A U

Time

Time available 00:00 06:00 20:00 24:00


C13 C14A UH 355 660 Sher wkl 70 90
90

C13 UH C14AUH
45

C13 U C14A U

Time

Time available 00:00 24:00


C13 C14A U 295 355 Sher wkl 70 90
90

C13 UH C14AUH
45

C13 U C14A U
0

Time

Time available 00:00 24:00


C13 C14A Lshape Sher wkl 70 90
90

C13 UH C14AUH

45

C13 U C14A U

Time

Time available 00:00 24:00

58
Annex D
Time availability of all Organisation C sectors and group of sectors
Sector Availability Intervals
C1_285_355 00:00 24:00
C1_285_660 00:00 08:00 17:00 24:00
C1_355_660 00:00 24:00
C1_C2_285_660 00:00 06:00 20:00 24:00
C1_C2_Lshape 00:00 08:00 20:00 24:00
C1_C2_U_285_355 00:00 24:00
C1_C2_UH_355_660 00:00 24:00
C2_285_660 00:00 24:00
C3_285_355 00:00 24:00
C3_285_660 00:00 06:00 17:00 24:00
C3_355_660 00:00 24:00
C4_285_355 00:00 24:00
C4_285_660 00:00 24:00
C4_355_660 00:00 24:00
C5_285_355 00:00 24:00
C5_285_660 00:00 10:00 17:00 24:00
C5_355_660 00:00 24:00
C5_C6_285_660 00:00 03:00 22:00 24:00
C5_C6_U_285_355 00:00 07:00 21:00 24:00
C5_C6_UH_355_660 00:00 06:00 17:00 24:00
C5_C8_285_660 00:00 06:00 21:00 24:00
C5_C8_Lshape 00:00 10:00 16:00 24:00
C5_C8_U_285_355 00:00 24:00
C5_C8_UH_355_660 00:00 10:00 16:00 24:00
C6_285_355 00:00 24:00
C6_285_660 00:00 06:00 21:00 24:00
C6_355_660 00:00 24:00
C6_C9_285_660 00:00 03:00 22:00 24:00
C6_C9_Lshape 00:00 05:00 21:00 24:00
C6_C9_U_285_355 00:00 06:00 17:00 24:00
C6_C9_UH_355_660 00:00 06:00 21:00 24:00
C7_285_355 00:00 24:00
C7_285_660 00:00 10:00 16:00 24:00
C7_355_660 00:00 24:00
C7_C4_285_660 00:00 07:00 20:00 24:00
C7_C4_Lshape 00:00 07:00 16:00 24:00
C7_C4_U_285_355 00:00 24:00
C7_C4_UH_355_660 00:00 24:00
C8_285_355 00:00 24:00
C8_285_660 00:00 24:00
C8_355_660 00:00 24:00
C8_C9_285_660 00:00 05:00 21:00 24:00
C8_C9_U_285_355 00:00 24:00
C8_C9_UH_355_660 00:00 24:00
C9_285_355 00:00 24:00
C9_285_660 00:00 24:00
C9_355_660 00:00 24:00
C10_285_355 00:00 24:00
C10_285_660 00:00 05:00 22:00 24:00
C10_355_660 00:00 24:00
C10_C10A_C8_285_660 00:00 04:00 22:00 24:00
C10_C10A_C8_U_285_355 00:00 06:00 21:00 24:00
C10_C10A_C8_UH_355_660 00:00 05:00 22:00 24:00
C10_C10A_285_660 00:00 05:00 22:00 24:00
C10_C10A_Lshape 00:00 05:00 22:00 24:00
C10_C10A_U_285_355 00:00 09:00 14:00 24:00
C10_C10A_UH_355_660 00:00 06:00 16:00 24:00
C10_C8_285_660 00:00 05:00 22:00 24:00
C10_C8_Lshape 00:00 06:00 17:00 24:00

59
C10_C8_U_285_355 00:00 09:00 14:00 24:00
C10_C8_UH_355_660 00:00 09:00 16:00 24:00
C10A_285_355 00:00 24:00
C10A_285_660 00:00 06:00 16:00 24:00
C10A_355_660 00:00 24:00
C11_285_355 00:00 24:00
C11_285_660 00:00 05:00 22:00 24:00
C11_355_660 00:00 24:00
C11_C15_1_C15_2_285_660 00:00 04:00
C11_C15_1_C15_2_U_285_355 00:00 08:00 15:00 24:00
C11_C15_1_C15_2_UH_355_660 00:00 05:00 17:00 24:00
C11_C15_1_285_660 00:00 05:00
C11_C15_1_Lshape 00:00 10:00 16:00 24:00
C11_C15_1_U_285_355 00:00 24:00
C11_C15_1_UH_355_660 00:00 10:00 15:00 24:00
C11_C16_C15_1_C15_2_285_660 -
C11_C16_C15_1_C15_2_UH_355_660 00:00 05:00
C11_C16_C15_1_C15_2_U_285_355 00:00 06:00 22:00 24:00
C12_295_335 00:00 24:00
C12_295_660 00:00 08:00 20:00 24:00
C12_335_365 00:00 24:00
C12_335_660 00:00 09:00 16:00 24:00
C12_365_660 00:00 24:00
C12_C13_295_660 00:00 05:00 21:00 24:00
C12_C13_U_295_355 00:00 08:00 17:00 24:00
C12_C13_UH_355_660 00:00 24:00
C13_295_355 00:00 24:00
C13_295_660 00:00 09:00 14:00 24:00
C13_355_660 00:00 24:00
C13_C14A_295_660 00:00 06:00 20:00 24:00
C13_C14A_Lshape 00:00 24:00
C13_C14A_U_295_355 00:00 24:00
C13_C14A_UH_355_660 00:00 24:00
C14_285_660 00:00 24:00
C14A_295_660 00:00 24:00
C15_1_285_355 00:00 24:00
C15_1_285_660 00:00 24:00
C15_1_355_660 00:00 24:00
C15_1_C14_285_660 00:00 07:00 16:00 24:00
C15_1_C14_Lshape 00:00 24:00
C15_1_C14_U_285_355 00:00 24:00
C15_1_C14_UH_355_660 00:00 24:00
C15_2_285_355 00:00 24:00
C15_2_285_660 00:00 24:00
C15_2_355_660 00:00 24:00
C15_285_355 00:00 24:00
C15_285_660 00:00 07:00 15:00 24:00
C15_355_660 00:00 24:00
C16_1_285_355 00:00 24:00
C16_1_285_660 00:00 24:00
C16_1_355_660 00:00 24:00
C16_2_285_355 00:00 24:00
C16_2_285_660 00:00 24:00
C16_2_355_660 00:00 24:00
C16_285_355 00:00 24:00
C16_285_660 00:00 24:00
C16_355_660 00:00 24:00
C16_C15_1_C15_2_285_660 00:00 06:00 22:00 24:00
C16_C15_1_C15_2_UH_355_660 00:00 06:00 14:00 24:00
C16_C15_1_C15_2_U_285_355 00:00 24:00

60
Annex E
Hourly availability of all Organisation C sectors and group of sectors (green –
sector available for operation, black – sector not available for operation)
Sector\Hour 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24
C1_285_355 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1
C1_285_660 1 1 1 1 1 1 1 1 0 0 0 0 0 0 0 0 0 1 1 1 1 1 1 1
C1_355_660 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1
C1_C2_285_660 1 1 1 1 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1 1 1
C1_C2_Lshape 1 1 1 1 1 1 1 1 0 0 0 0 0 0 0 0 0 0 0 0 1 1 1 1
C1_C2_U_285_355 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1
C1_C2_UH_355_660 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1
C2_285_660 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1
C3_285_355 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1
C3_285_660 1 1 1 1 1 1 0 0 0 0 0 0 0 0 0 0 0 1 1 1 1 1 1 1
C3_355_660 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1
C4_285_355 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1
C4_285_660 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1
C4_355_660 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1
C5_285_355 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1
C5_285_660 1 1 1 1 1 1 1 1 1 1 0 0 0 0 0 0 0 1 1 1 1 1 1 1
C5_355_660 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1
C5_C6_285_660 1 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1
C5_C6_U_285_355 1 1 1 1 1 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1 1
C5_C6_UH_355_660 1 1 1 1 1 1 0 0 0 0 0 0 0 0 0 0 0 1 1 1 1 1 1 1
C5_C8_285_660 1 1 1 1 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1 1
C5_C8_Lshape 1 1 1 1 1 1 1 1 1 1 0 0 0 0 0 0 1 1 1 1 1 1 1 1
C5_C8_U_285_355 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1
C5_C8_UH_355_660 1 1 1 1 1 1 1 1 1 1 0 0 0 0 0 0 1 1 1 1 1 1 1 1
C6_285_355 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1
C6_285_660 1 1 1 1 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1 1
C6_355_660 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1
C6_C9_285_660 1 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1
C6_C9_Lshape 1 1 1 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1 1
C6_C9_U_285_355 1 1 1 1 1 1 0 0 0 0 0 0 0 0 0 0 0 1 1 1 1 1 1 1
C6_C9_UH_355_660 1 1 1 1 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1 1
C7_285_355 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1
C7_285_660 1 1 1 1 1 1 1 1 1 1 0 0 0 0 0 0 1 1 1 1 1 1 1 1
C7_355_660 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1
C7_C4_285_660 1 1 1 1 1 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1 1 1
C7_C4_Lshape 1 1 1 1 1 1 1 0 0 0 0 0 0 0 0 0 1 1 1 1 1 1 1 1
C7_C4_U_285_355 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1
C7_C4_UH_355_660 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1
C8_285_355 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1
C8_285_660 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1
C8_355_660 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1
C8_C9_285_660 1 1 1 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1 1
C8_C9_U_285_355 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1
C8_C9_UH_355_660 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1
C9_285_355 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1
C9_285_660 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1
C9_355_660 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1
C10_285_355 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1
C10_285_660 1 1 1 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1
C10_355_660 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1
C10_C10A_C8_285_660 1 1 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1
C10_C10A_C8_U_285_355 1 1 1 1 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1 1
C10_C10A_C8_UH_355_660 1 1 1 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1
C10_C10A_285_660 1 1 1 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1
C10_C10A_Lshape 1 1 1 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1
C10_C10A_U_285_355 1 1 1 1 1 1 1 1 1 0 0 0 0 0 1 1 1 1 1 1 1 1 1 1
C10_C10A_UH_355_660 1 1 1 1 1 1 0 0 0 0 0 0 0 0 0 0 1 1 1 1 1 1 1 1
C10_C8_285_660 1 1 1 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1
C10_C8_Lshape 1 1 1 1 1 1 0 0 0 0 0 0 0 0 0 0 0 1 1 1 1 1 1 1
C10_C8_U_285_355 1 1 1 1 1 1 1 1 1 0 0 0 0 0 1 1 1 1 1 1 1 1 1 1
C10_C8_UH_355_660 1 1 1 1 1 1 1 1 1 0 0 0 0 0 0 0 1 1 1 1 1 1 1 1
C10A_285_355 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1
C10A_285_660 1 1 1 1 1 1 0 0 0 0 0 0 0 0 0 0 1 1 1 1 1 1 1 1
C10A_355_660 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1
C11_285_355 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1
C11_285_660 1 1 1 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1
C11_355_660 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1
C11_C15_1_C15_2_285_660 1 1 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
C11_C15_1_C15_2_U_285_355 1 1 1 1 1 1 1 1 0 0 0 0 0 0 0 1 1 1 1 1 1 1 1 1
C11_C15_1_C15_2_UH_355_660 1 1 1 1 1 0 0 0 0 0 0 0 0 0 0 0 0 1 1 1 1 1 1 1
C11_C15_1_285_660 1 1 1 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
C11_C15_1_Lshape 1 1 1 1 1 1 1 1 1 1 0 0 0 0 0 0 1 1 1 1 1 1 1 1
C11_C15_1_U_285_355 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1
C11_C15_1_UH_355_660 1 1 1 1 1 1 1 1 1 1 0 0 0 0 0 1 1 1 1 1 1 1 1 1

61
C11_C16_C15_1_C15_2_UH_355_660 1 1 1 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
C11_C16_C15_1_C15_2_U_285_355 1 1 1 1 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1
C12_295_335 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1
C12_295_660 1 1 1 1 1 1 1 1 0 0 0 0 0 0 0 0 0 0 0 0 1 1 1 1
C12_335_365 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1
C12_335_660 1 1 1 1 1 1 1 1 1 0 0 0 0 0 0 0 1 1 1 1 1 1 1 1
C12_365_660 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1
C12_C13_295_660 1 1 1 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1 1
C12_C13_U_295_355 1 1 1 1 1 1 1 1 0 0 0 0 0 0 0 0 0 1 1 1 1 1 1 1
C12_C13_UH_355_660 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1
C13_295_355 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1
C13_295_660 1 1 1 1 1 1 1 1 1 0 0 0 0 0 1 1 1 1 1 1 1 1 1 1
C13_355_660 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1
C13_C14A_295_660 1 1 1 1 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1 1 1
C13_C14A_Lshape 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1
C13_C14A_U_295_355 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1
C13_C14A_UH_355_660 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1
C14_285_660 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1
C14A_295_660 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1
C15_1_285_355 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1
C15_1_285_660 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1
C15_1_355_660 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1
C15_1_C14_285_660 1 1 1 1 1 1 1 0 0 0 0 0 0 0 0 0 1 1 1 1 1 1 1 1
C15_1_C14_Lshape 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1
C15_1_C14_U_285_355 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1
C15_1_C14_UH_355_660 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1
C15_2_285_355 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1
C15_2_285_660 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1
C15_2_355_660 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1
C15_285_355 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1
C15_285_660 1 1 1 1 1 1 1 0 0 0 0 0 0 0 0 1 1 1 1 1 1 1 1 1
C15_355_660 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1
C16_1_285_355 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1
C16_1_285_660 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1
C16_1_355_660 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1
C16_2_285_355 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1
C16_2_285_660 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1
C16_2_355_660 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1
C16_285_355 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1
C16_285_660 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1
C16_355_660 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1
C16_C15_1_C15_2_285_660 1 1 1 1 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
C16_C15_1_C15_2_UH_355_660 1 1 1 1 1 1 0 0 0 0 0 0 0 0 1 1 1 1 1 1 1 1 1 1
C16_C15_1_C15_2_U_285_355 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1

62
Annex F
Example of one possible sector configuration / sector hourly distribution (green – sector activated,
black – sector not activated)
Sector\Hou 1 2 3 4 5 6
10 11 7 8 9 12 13 14 15 16 17 18 19 20 21 22 23 24
C1_285_35 1 1 1 1 1 1 1 1 1
C1_285_66 1 1 0 0 0 0 0 0 0 0 0 1 1 1
C1_355_66 1 1 1 1 1 1 1 1 1
C1_C2_285_66 1 1 1 1 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1 1 1
C2_285_66 1 1 1 1 1 1 1 1 1 1 1 1 1 1
C3_285_35 1 1 1 1 1 1 1 1 1 1 1
C3_285_66 1 1 1 1 1 1 0 0 0 0 0 0 0 0 0 0 0 1 1 1 1 1 1 1
C3_355_66 1 1 1 1 1 1 1 1 1 1 1
C4_285_66 1 1 1 1 1 1 1 1 1 1 1 1 1
C5_355_66 1 1 1 1 1 1
C5_C8_285_66 1 1 1 1 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1 1
C5_C8_U_285_35 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1
C5_C8_UH_355_66 1 1 1 1 0 0 0 0 0 0 1 1 1 1 1
C6_285_35 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1
C6_285_66 1 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1
C6_355_66 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1
C6_C9_285_66 1 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1
C7_285_35 1 1 1 1 1 1
C7_285_66 1 1 1 0 0 0 0 0 0 1 1 1 1
C7_355_66 1 1 1 1 1 1
C7_C4_285_66 1 1 1 1 1 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1 1 1
C8_355_66 1 1 1 1 1 1
C9_285_66 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1
C10_285_35 1 1 1 1 1
C10_355_66 1 1 1 1 1 1 1 1 1 1
C10_C10A_285_66 1 1 1 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1
C10_C10A_U_285_35 1 1 1 1 0 0 0 0 0 1 1 1 1 1 1 1 1
C10_C10A_UH_355_6 1 0 0 0 0 0 0 0 0 0 0 1 1 1 1 1 1
C10A_285_35 1 1 1 1 1
C10A_355_66 1 1 1 1 1 1 1 1 1 1
C11_285_35 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1
C11_285_66 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1
C11_355_66 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1
C11_C15_1_C15_2_285_6 1 1 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
C12_295_33 1 1 1 1 1 1 1 1 1 1 1 1
C12_295_66 1 1 1 1 1 1 1 1 0 0 0 0 0 0 0 0 0 0 0 0 1 1 1 1
C12_335_36 1 1 1 1 1 1 1
C12_335_66 1 0 0 0 0 0 0 0 1 1 1 1
C12_365_66 1 1 1 1 1 1 1
C13_295_35 1 1 1 1 1
C13_295_66 1 1 1 0 0 0 0 0 1 1 1 1 1 1
C13_355_66 1 1 1 1 1
C13_C14A_295_66 1 1 1 1 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1 1 1
C14_285_66 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1
C14A_295_66 1 1 1 1 1 1 1 1 1 1 1 1 1 1
C15_1_285_66 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1
C15_2_285_66 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1
C16_285_66 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1
Total no. of 11 11 11 12 14 16 22 23 25 28 30 30 30 30 28 28 24 22 22 22 18 16 13 13

Exam ple of variation of no.of CEATS sectors during 24 Hours

35

30

25

20

15

10

0
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24

Ho ur

63
Annex G
Complete set of data for the all CEATS sectors studied – Total number of aircraft in 24 hours,
Average distance flown in sector (NM), Average time flown in sector (minutes)

Average Average
Nr.
Sector Distance Time
Acft.
(NM) (min)
C_Total_285_660 4722 248.3 33.3
C1_285_345 396 71.2 9.5
C1_285_355 425 78.6 10.5
C1_285_660 689 93.6 12.6
C1_345_660 410 88.5 12
C1_355_660 340 91.3 12.3
C1_C2_285_660 955 121.6 16.3
C1_C2_Lshape 757 109.2 14.6
C1_C2_U_285_355 599 100.7 13.4
C1_C2_UH_355_660 475 117.4 15.7
C2_285_660 562 91.9 12.2
C3_285_345 425 81.8 11
C3_285_355 482 91.8 12.3
C3_285_660 820 110.5 14.8
C3_345_660 484 115.3 15.4
C3_355_660 394 117.6 15.7
C4_285_345 170 86.8 11.5
C4_285_355 217 103.2 13.7
C4_285_660 465 113.1 15.1
C4_345_660 327 115.7 15.6
C4_355_660 253 119.4 16.1
C5_285_345 383 64.6 8.7
C5_285_355 401 67.9 9.2
C5_285_660 720 76 10.3
C5_345_660 414 72.5 9.8
C5_355_660 368 74.7 10
C5_C6_285_660 1098 141.2 19
C5_C6_U_285_355 608 114.8 15.5
C5_C6_UH_355_660 593 143.7 19.3
C5_C8_285_660 1088 89 12
C5_C8_Lshape 767 90.7 12.2
C5_C8_U_285_355 655 69.6 9.4
C5_C8_UH_355_660 546 93.8 12.6
C6_285_345 375 102.7 13.8
C6_285_355 405 105 14.2
C6_285_660 811 123.6 16.6
C6_345_660 514 120.1 16.2
C6_355_660 463 124.6 16.7
C6_C9_285_660 1064 146.4 19.7
C6_C9_Lshape 919 123.2 16.5
C6_C9_U_285_355 588 118.6 16
C6_C9_UH_355_660 584 147.2 19.8
C7_285_345 279 78.1 10.5
C7_285_355 331 82.6 11.1
C7_285_660 620 98.9 13.3
C7_345_660 395 100.2 13.4
C7_355_660 340 100 13.4
C7_C4_285_660 1005 113.4 15.2
C7_C4_Lshape 772 112.2 15

64
C7_C4_U_285_355 503 98.9 13.2
C7_C4_UH_355_660 560 114.7 15.4
C8_285_345 272 62.4 8.4
C8_285_355 285 64.4 8.6
C8_285_660 503 83.6 11.2
C8_345_660 305 82.2 11
C8_355_660 282 84 11.3
C8_C9_285_660 1087 89.7 12
C8_C9_U_285_355 571 79.8 10.7
C8_C9_UH_355_660 623 83.4 11.2
C9_285_345 360 69 9.2
C9_285_355 386 70.5 9.4
C9_285_660 763 72.7 9.8
C9_345_660 466 65.8 8.9
C9_355_660 428 66.1 8.9
C10_285_315 215 46.5 6.2
C10_285_325 264 52.3 7
C10_285_335 401 70.8 9.4
C10_285_345 472 72.6 9.7
C10_285_355 605 79 10.5
C10_285_660 1050 90.1 12.1
C10_315_355 516 73.2 9.8
C10_315_365 601 75.6 10.1
C10_325_355 466 72.9 9.7
C10_325_365 551 75.5 10.1
C10_335_355 303 64 8.6
C10_335_365 388 69.7 9.3
C10_345_365 321 65.9 8.8
C10_345_660 681 88.6 11.9
C10_355_660 538 87 11.7
C10_365_660 538 87 11.7
C10_C10A_285_660 1217 124.2 16.7
C10_C10A_C8_285_660 1426 135.5 18.2
C10_C10A_C8_U_285_355 823 113.2 15.1
C10_C10A_C8_UH_355_660 793 126.1 17
C10_C10A_Lshape 1071 96.5 13
C10_C10A_U_285_355 706 106 14.2
C10_C10A_UH_355_660 628 121.5 16.4
C10_C14_285_660 1308 104 13.9
C10_C14_Lshape 850 103.8 13.9
C10_C14_U_285_355 779 86.2 11.5
C10_C14_UH_355_660 647 106.4 14.3
C10_C8_285_660 1333 102.5 13.7
C10_C8_Lshape 926 96 12.9
C10_C8_U_285_355 775 85.3 11.4
C10_C8_UH_355_660 724 97.4 13.1
C10A_285_315 97 46.2 6.2
C10A_285_325 118 48.5 6.5
C10A_285_335 267 54.3 7.3
C10A_285_345 304 56.9 7.6
C10A_285_355 468 57.8 7.7
C10A_285_365 520 58.4 7.8
C10A_285_660 953 59.3 8
C10A_315_355 388 58.1 7.8
C10A_315_365 440 58.8 7.9
C10A_325_355 370 57.6 7.7
C10A_325_365 422 58.4 7.8

65
C10A_335_355 230 54.5 7.3
C10A_335_365 282 56.2 7.5
C10A_345_365 242 53.9 7.2
C10A_345_660 675 58.1 7.8
C10A_355_660 501 58.8 7.9
C10A_365_660 501 58.8 7.9
C11_285_660 634 149.3 19.9
C11_C15_1_285_660 887 152.6 20.4
C11_C15_1_C15_2_285_660 913 186.3 24.9
C11_C15_1_C15_2_U_285_355 495 165.1 22.1
C11_C15_1_C15_2_UH_355_660 469 188.4 25.3
C11_C15_1_Lshape 660 135.7 18.2
C11_C15_1_U_285_355 472 139.6 18.6
C11_C15_1_UH_355_660 462 150.3 20.2
C11_C16_C15_1_C15_2_285_660 1230 181.9 24.4
C11_C16_C15_1_C15_2_UH_355_660 669 184.1 24.6
C11_C16_C15_1_C15_2_U_285_355 624 161.3 21.6
C12_295_315 300 23.5 3.2
C12_295_325 375 40.2 5.5
C12_295_335 486 55 7.5
C12_295_345 568 63.4 8.6
C12_295_355 652 70.4 9.6
C12_295_365 766 79 10.7
C12_295_660 969 89 12
C12_315_345 484 59.8 8.1
C12_315_355 568 68.4 9.3
C12_315_365 682 78.4 10.6
C12_315_660 885 89.5 12.1
C12_325_345 410 50.8 6.9
C12_325_355 494 62.2 8.5
C12_325_365 608 74.6 10.1
C12_325_660 811 87.7 11.8
C12_335_355 347 55.3 7.5
C12_335_365 461 73.3 9.9
C12_335_660 664 89.7 12.1
C12_345_365 366 66.9 9
C12_345_660 569 88.3 11.9
C12_355_660 458 88.2 11.8
C12_365_660 458 88.2 11.8
C12_C13_295_660 1148 120.4 16.3
C12_C13_U_295_355 765 97 13.2
C12_C13_UH_355_660 546 117.3 15.8
C13_295_345 348 64.3 8.7
C13_295_355 408 69.4 9.4
C13_295_660 700 74.2 10.1
C13_345_660 393 75.2 10.2
C13_355_660 323 73.2 9.9
C13_C14A_295_660 763 120.3 16.2
C13_C14A_Lshape 542 117.2 15.7
C13_C14A_U_295_355 471 100.3 13.5
C13_C14A_UH_355_660 338 131.8 17.8
C14_285_660 444 93.2 12.5
C14_C14A_285_660 805 100.9 13.5
C14_C14A_U_285_355 390 98.1 13.2
C14_C14A_UH_355_660 448 95.8 12.8
C14A_295_660 422 94.4 12.6
C15_1_285_345 189 85.3 11.5

66
C15_1_285_355 221 90.9 12.2
C15_1_285_660 438 92.9 12.5
C15_1_345_660 274 89.7 12.1
C15_1_355_660 240 85.9 11.6
C15_1_C14_285_660 804 102.1 13.7
C15_1_C14_Lshape 658 94.2 12.6
C15_1_C14_U_285_355 388 101.6 13.7
C15_1_C14_UH_355_660 457 93.3 12.5
C15_2_285_345 167 79.9 10.7
C15_2_285_355 200 79.2 10.6
C15_2_285_660 414 84 11.2
C15_2_345_660 256 83.7 11.2
C15_2_355_660 223 84.9 11.4
C15_285_345 217 135.8 18.3
C15_285_355 249 144.3 19.4
C15_285_660 464 162.7 21.8
C15_345_660 281 163.7 21.9
C15_355_660 247 160.1 21.5
C16_1_285_345 80 66.7 9
C16_1_285_355 126 64.5 8.7
C16_1_285_660 337 62.2 8.3
C16_1_345_660 259 60.4 8.1
C16_1_355_660 213 60.3 8
C16_2_285_345 79 71.7 9.7
C16_2_285_355 127 85 11.5
C16_2_285_660 324 100.9 13.5
C16_2_345_660 255 106 14.2
C16_2_355_660 207 105.8 14.1
C16_285_345 109 101 13.7
C16_285_355 158 119.7 16.2
C16_285_660 360 149.1 20
C16_345_660 263 162.2 21.7
C16_355_660 214 162.4 21.7
C16_C15_1_C15_2_285_660 781 165.4 22.2
C16_C15_1_C15_2_UH_355_660 447 166.2 22.2
C16_C15_1_C15_2_U_285_355 378 145.1 19.5

67
Conclusions

Results of the analysis of the sectorisation are made on a sector by sector basis and were provided
for each of them.
In general, SAAM/4 Phase 2 recommends that organisation C is further used in the
development of the CEATS plans.
There is room for improvement in a number of areas where the combination airspace constraints /
route network is still to be resolved - the evaluation highlighted on a case by case basis these areas.
The main conclusions are summarised below (X signifies that it was the preferred option). The areas
where improvement is required to make a more efficient handling of the traffic and allow for optimum
services are marked with green in the table below.

Sector A B C DFL Comments


Name

C1 X 355 Similar in Organisation C with Organisation B. See


Phase One of the study for details.

C2 X No Similar in Organisation C with Organisation B. See


cut Phase One of the study for details.

C3 X 355 Similar in Organisation C with Organisation B. See


Phase One of the study for details.

C4 X No Similar in Organisation C with Organisation B. See


cut Phase One of the study for details.

C5 X 355 Similar in Organisation C with Organisation B. See


Phase One of the study for details.

C6 X 355 Similar in Organisation C with Organisation B. See


Phase One of the study for details.

C7 X 355 Similar in Organisation C with Organisation B. See


Phase One of the study for details.

C8 X No Similar in Organisation C with Organisation B. See


cut Phase One of the study for details.

C9 X No Similar in Organisation C with Organisation B. See


cut Phase One of the study for details.

C10 X 355 The route network and the interface between the
sectors C10 and C10A requires further consideration
(e.g. structural solution to the network to enable
sectorisation along the main East/West flows of traffic)
and will be studied in the frame of CAPIG short/medium
term improvements.

C10A X 355 The route network and the interface between the
sectors C10 and C10A requires further consideration
(e.g. structural solution to the network to enable
sectorisation along the main East/West flows of traffic)
and will be studied in the frame of CAPIG short/medium
term improvements.

68
C11 X 355 Similar in Organisation C with Organisation B. See
Phase One of the study for details.

C12 X 335 The only difference compared with Organisation B


sectors is the base FL which, following the request by
365 Italy at CAPIG/2, is now FL 295.

C13 X 355 The only difference compared with Organisation B


sectors is the base FL which, following the request by
Italy at CAPIG/2, is now FL 295.

C14 X No Similar in Organisation C with Organisation B. See


cut Phase One of the study for details.

C14A X No The only difference compared with Organisation B


cut sectors is the base FL which, following the request by
Italy at CAPIG/2, is now FL 295.

C15 Similar in Organisation C with Organisation B. See


Phase One of the study for details.

C15_1 X No Similar in Organisation C with Organisation B. See


cut Phase One of the study for details.

C15_2 X No Similar in Organisation C with Organisation B. See


cut Phase One of the study for details.

C16 X No Similar in Organisation C with Organisation B. See


cut Phase One of the study for details.

C16_1 Similar in Organisation C with Organisation B. See


Phase One of the study for details.

C16_2 Similar in Organisation C with Organisation B. See


Phase One of the study for details.

69

Verwandte Interessen