OK, let's try to get the issue of level capping sorted.
The situation is that each sector has a target Sector Flow which in the case of S3/4 is around 58/hour. Unless the forecast is for this figure to be exceeded then no restrictions will be enforced. however if theoperators start to pick up delays, then they are able to file around / under / over the problem airspace.
There are times when the TSF is held back eg sickness,bad wx. When this occurs there will inevitably be traffic capped. However, the suggestion that this action is taken carte blanche is just not the case.
The guys at MACC inherited S29 earlier in the year and some have spent most of the time complaining about how quiet it. In fact I would hazard a guess that it hasn't come even close to it's TSF since they took responsibility for it.
Capping also affects LATCC sectors, especially the LUS/LMS interface. LMS regularly picks up additional traffic in much more complicated airspace than S29 and with a higher TSF.
This is not an issue of whether it's fair or not, it's a case of the operators getting away on time even if cruising at lower levels.
It can even be argued that an oceanic on a 12 hour flight should be the ones we hold down as , as a percentage of TOTAL fuelburn they would take less of a hit than the domestics.eg FL260 for 10 mins as opposed to FL280 and a large delay.
If a "blanket capping" is occurring then MACC should get their highly paid TTC's to find out why!!- and whether a particular watch is operating in this way. I know for a fact that ours doesn't and if they tried they wouldn't get away with it without very good reason.