PH-UKU, company procedures are not about finesse or professional interest. Whilst I agree that they have little relevance in an area environment, they are essential tools of the trade to an approach controller.
-E145 coming back to 240 knots below fl100 due to an airframe restriction.
- Ezy 737's prefer 170 knots on the final approach as opposed to the more standard 160.
-KLM Fokkers prefer to stay high and fast and descend late.
-Airbus 320/1/319 are very "slippery" aircraft and need to bleed off speed over a long distance.
-FlyBEE DH8-D's land and select taxi power on the runway taking them forever to vacate.
Just a few of the examples that you learn with experience as an approach controller and pass on to your colleauges
Which is exactly why we would prefer for the Stars to be adhered to, so that we can use the tools of our trade to determine the most efficient arrival sequence. Rather than as often happens an Area controller without this knowledge trying to present the traffic in the way they consider to be most suitable.
Aircraft performances within the terminal environment are significantly different and often at odds with what occurs in an area environment.