Basically there are two sectors, one for inbounds(Talla) and one for outbounds (Galloway). Neither are quiet. The SIDs were designed to keep the non jets and jets on separate routes and hopefully give jet traffic unrestricted climb, traffic permitting. Once jets have gained some height we can normally cut the corner through the inbound sector towards Deancross, inbounds to LANAK permitting. The SIDs and STARs also had to be designed with no extra airspace available. You have to bear in mind that the routes from Edinburgh take you towards Glasgow to keep aircraft north and away from the LANAK hold. Scottish controllers also have to position traffic for London controllers. London TMA overflights, traffic landing at Gatwick, Farnborough clutch airfields and Solent CTA arrivals have to be positioned to the west of other traffic. This means if you are a Gatwick flight departing Edinburgh and arriving at Deancross at the same time as a Heathrow flight from Glasgow and a Stansted flight from Prestwick we can be involved with a lot of vectoring to get you strung across a narrow airway on parallel headings at the same level. Military pilots are regular visitors to the FIR east of the Scottish TMA using the Spadeadam and Otterburn Danger Areas and this means we are unable to get more airspace to the east and there are also Danger Areas to the west of A1/UA1 that restricts any more airspace to the west. Hope this helps
NOTB