1. RAD Evolution Workshop Purpose of the RAD and evolutions to-date
Beginning, Evolution, Management, Control
RAD WS
DEC 2018, Brussels, Belgium
Tihomir Todorov
Head of Section Airspace Design
12 DEC 2018

2. before mid 2012

3. Structural Airspace Restrictive Measures
The initial aim was to communicate to AOs the ATC / ATFM and structural airspace restrictive measures imposed by States
Before 1996 … Traffic Orientation Scheme (TOS) …
Before 1996 … Contingency Routing Scheme…:
…. Standard Routing Scheme (SRS)
Due to several non-operational crises in Europe the SRS was converted into Avoidance Routing Scheme (ARS)

4. History of the RAD The Beginning
Route Availability Document (RAD) as from 2001
Discussions on RAD started somewhere in 1997 at CRS / TOS Meeting that originally defined the SRS
Proposal tabled by AO organisation - tell us what you don’t want
Austria - First to agree the concept followed by Germany
Germany - First to adopt full RAD principle - SRS plus AIP route flow restrictions
Two parts: Part 1 - State by State, Part 2 - Pan European
February Scandinavia added
Proposals out to: UK, France for Paris, Reims and Brest (1 Annex) and Bordeaux, Turkey
Transition starting 19th April 2001 and SRS was withdrawn
End transition 5th October All States compliant

5. Benefits and dis-benefits
History of the RAD
Benefits and dis-benefits
Benefits
Computer readable
Electronic download into external computer systems
Sole source data
Single publication
Single document versus AIPs
All AIP route flow restrictions included (many currently checked)
Pan European
Automatic AO compliant routes
Reduction/elimination of MANual queues
No requirement by AO’s for route catalogue
Review of AIP restrictions
Route continuity check
Publication discipline
Dis-Benefits
Interim complexity
Interim management
Route characteristics remain in AIP
Expansion of the SRS area

6. History of the RAD Requirements From States
Remove Route Flow restrictions from AIP
Determine publication method
Direct enquirers to EUROCONTROL website for RAD
Maintain Annex together with EUROCONTROL
Ensure timely updates (42 day AIRAC requirement)
Review restrictions regularly for currency
Facilitate cross-border compatibility of routing
From EUROCONTROL
Maintain RAD
Ensure timely publication (42 days)
Ensure smooth transition meets target dates
Develop tools to validate RAD
Review allocation of Annexes (post summer 2001) and renumber in alphabetical order
Publish Part 2 of RAD - Winter 2001 (post transition)
Ensure external users participate in development

7. RAD Structure - 2001 RAD Part 1 3 (three) Appendices:
Appendix 1 - Introduction;
Appendix 2 - Area Definition;
Appendix 3 - City Pair Level Capping.
32 (thirty two) Annexes:
Annex : States;
Annex 31: NAT;
Annex 32: Military Routes.
RAD Part 2
Includes Annex structured on ATS route alphabetical order

8. RAD Structure Evolution 2001 - 2012
RAD NOV Annexes renamed as National Annexes, Annex MIL and Annex NAT
RAD JAN New Appendix 4 DCT Limits
RAD OCT New Appendix 5 - SID/STAR
RAD MAR New Appendix 6 - Inter ACC
RAD JUL Annex MIL withdrawn and restrictions included in National Annexes
RAD MAY New Annex Special Event - created for the purpose of EURO2012.

9. Beyond mid 2012

10. 23/02/2019
ERNIP
RAD
PART 1 - The European Airspace Design Methodology Guidelines - General Principles and Technical Specification for Airspace Design
Chapter 8 Route Network and Free Route Airspace utilisation rules and availability
PART 4 - Route Availability Document (RAD) User Manual
The 4th meeting of the Network Management Board (NMB) on 7th June 2012 approved the full ERNIP (5 documents) and the actions required to enhance airspace utilisation.

11. RAD
Introduction
The RAD is a common reference document containing the policies, procedures and description for route and traffic orientation. It also includes route network and free route airspace utilisation rules and availability.
The RAD is also an Air Traffic Flow and Capacity Management (ATFCM) tool that is designed as a sole-source flight-planning document, which integrates both structural and ATFCM requirements, geographically and vertically.

12. RAD
Basic Principles
The objective of the RAD is to facilitate flight planning.
The RAD enables States/FABs/ANSPs to maximise capacity and reduce complexity.
The RAD should also assist the Network Manager in identifying and providing rerouting options
The content of the RAD shall be agreed between the Network Manager and the Operational Stakeholders through an appropriate Cooperative Decision Making (CDM) process.
The RAD is subject to continuous review by the Network Manager and the Operational Stakeholders to ensure that the requirements are still.
The RAD is updated each AIRAC cycle following a structured standard.
The RAD is only applicable to the IFR part of the Flight Plan.
The NM is responsible for preparing of a common RAD reference document, collating, coordinating, validating and publishing it.

13. RAD
Restriction
A restriction normally shall not qualify for inclusion in the RAD unless it has a FLOW ELEMENT and/or TIME AVAILABILITY / RESTRICTION APPLICABILITY attached to it.
A FLOW ELEMENT is defined as affecting either:
Departures from an Airfield / Group / Area;
Arrivals to an Airfield / Group / Area;
Traffic flying between Airfield / Group / Area;
Overflying traffic.

14. RAD Restriction Structure
Each restriction is hierarchical and specific and has been arranged to facilitate parsing of the information into computer systems.
For the usage of the restricted object (significant point, ATS route segment, defined DCT, airspace volume (ATC Unit, AoR of relevant ATC Unit - CTA/UTA, TMA, CTR or individual control sector/s within an ATC unit, etc.)) there are 3 (three) main types of restrictions:
Not available for … Flight planning via restricted object is forbidden for described flow(s).
Only available for … Flight planning via restricted object is allowed exclusively for described flow(s).
Compulsory for … Flight planning via restricted object is the only valid option for described flow(s).
For the combination of elements that define the flow of traffic, there are 2 (two) types of restrictions - inclusive and exclusive:
INCLUSIVE restriction - traffic must meet ALL of the conditions to be subject to the restriction. The implicit logical operator between the listed conditions is an “AND” - Logical Conjunction.
EXCLUSIVE restriction - traffic only needs to meet ONE of the numbered sub-conditions to be subject to the restriction. The implicit logical operator between the numbered conditions is an “OR” - Logical Disjunction.

15. RAD Restriction Identification
Restrictions shall be uniquely identified by a 6 digit alpha/numeric identifier which comprises the ICAO nationality letters for location indicators assigned to the State of origin or 2 letter Regional / FAB naming convention prefix code, together with a 4 digit number (LF2016, DU2001, RE2001).
Exception from above rules is allowed for DCT identification in Appendix 4 where a maximum 9 digit alpha/numeric identifier containing 5 digit number might be used (LF50001, DU52345, RE54999, DSYX50000) and FUA restrictions in Appendix 7.
The FUA restrictions shall be identified as follows:
Restricted Airspaces Identifier (RSA ID) as published in State AIP followed by 1 letter R, S, T, U, V, W, X, Y (LBTSA11R); or
Restricted Airspaces Identifier (RSA ID) as published in State AIP followed by 1 letter Z indicating FBZ existence followed by 1 letter R, S, T, U, V, W, X, Y (LBTSA11ZR).

16. RAD
Period of Validity
The routeing organisation is permanently effective and applies daily H24, except where otherwise specified.
When it can be identified that capacity is surplus to demand the RAD restrictions may be relaxed from the H24 time constraints.
The RAD may be suspended, or temporarily relaxed, in cases where it has an abnormally adverse impact upon the traffic flows. This action will always be co-ordinated through the CDM process between the Network Manager and its Operational Stakeholders.

17. RAD Tactical Operations
The Network Manager in conjunction with the FMPs will monitor the actual situation during the day of operation to ensure the RAD is achieving the balance of traffic required.
If, due to a major unexpected event, there is a significant disturbance to traffic patterns, after co-ordination with the relevant parties (FMPs and AO’s), the Network Manager may suspend part of the RAD and provide alternative routeings.

18. RAD Structure - 2018 7 (six) Appendices:
Appendix 1 - General Description;
Appendix 2 - Area Definition;
Appendix 3 - Flight Level Capping limits;
Appendix 4 - En-route DCT limits;
Appendix 5 - Airport connectivity;
Appendix 6 - Flight Profile Restrictions;
Appendix 7 - FUA Restrictions (as from RAD APR 2014).
Network wide Pan-European Annex
Annex for special events, if necessary (restrictions of temporary nature for European Sport Events, World Sport Events, Olympic Games, Large scale Military exercises, Economic forums, etc.

19. RAD Management

20. RAD Control and Management
The NM RAD Team is responsible for the maintenance and publication of the RAD; this is coordinated through liaison with the National RAD Coordinators (NRCs) on an AIRAC cycle basis.
Development of the RAD is through the RAD Management Group (RMG) established to monitor the evolution of the RAD; the NRCs are contacted if and when necessary on matters of procedure.
The NM RAD Team shall refuse and/or remove any RAD requirement, if not properly co-ordinated until the coordination process is completed; this might include as an example request for a cross-border restriction/s not properly coordinated with the neighbouring State / FAB / ANSP or restriction that following the internal NM RAD validation (or in an impact assessment) is in conflict with another one (often in another State / FAB / ANSP)
The final content of any amendment to the RAD shall be positively agreed between the NM RAD Team and State concerned.

21. RAD Publication Coordination
The RAD is created in accordance with ICAO publication procedures and is published 28 days prior to the relevant AIRAC cycle.
“Last minute” changes are changes required due to exceptional circumstances and/or only when they have a significant impact on operational requirements. They are promulgated on the NM NOP portal via the “Increment File”.
The RAD including the “Increment File” are published via EUROCONTROL NM NOP website as xls files and via B2B.
Cycle
Ident
RAD
Cut-Off
(D -56)
Publication (D -28)
AIRAC 1
1801
09 NOV 17
07 DEC 17
04 JAN 18 2
1802
01 FEB 18 3
1803
01 MAR 18 4
1804
29 MAR 18 5
1805
26 APR 18 6
1806
24 MAY 18 7
1807
21 JUN 18 8
1808
19 JUL 18 9
1809
16 AUG 18 10
1810
13 SEP 18 11
1811
11 OCT 18 12
1812
08 NOV 18 13
1813
06 DEC 18
DAY
PROCESS
ACTION
D-63
Notification to States "One week to Cut-off".
EUROCONTROL NM
D-56
Finalisation of States requirements.
States / FABs / ANSPs
Cut-off date. States provide amendments to NM.
Three weeks to compile the RAD and to resolve errors/conflicts.
D-28
Publication.
Two weeks to assess impact of new restrictions.
D-14
Results of impact assessment of new restrictions.
Changes/amendments to be promulgated via the “Increment File” on the NOP Portal.
D-10
Freeze of ENVironment tape for AIRAC.