Regional Jet 200 ER/LR (CRJ200)
Air Traffic Control Fully Certified
Air Traffic Control Time Certified In Pos 1 (yrs) 25
Communication Breakdown; Distraction; Situational Awareness; Human-Machine Interface
ATC Issue All Types; Conflict Airborne Conflict
Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Air Traffic Control Separated Traffic; General Flight Cancelled / Delayed
Chart Or Publication; Airspace Structure; ATC Equipment / Nav Facility / Buildings; Company Policy; Procedure; Human Factors
I was working R05/06 combined. There was weather north of my sector resulting in aircraft entering my sector further south. My sector was mostly VFR conditions. I was busier than normal because I was attempting to use the Visual Indicator for radio communications. Using that as designed easily makes a busy session unmanageable! Aircraft X was southbound on the SHAFF Arrival/V213 and was descending to 7000 feet when I first observed the VFR traffic. At that time they were quite far apart and the VFR was heading approximately 040. I ran my vector lines out to make sure that Aircraft X would pass behind and continued on. I know the conflict alert went off and I suppressed it; I am not sure of the timing of it.When the aircraft were about 2 miles apart; Aircraft X level at 7000 feet and the VFR at 6500 feet the VFR turned at least 90 degrees left and headed straight at Aircraft X. I observed the turn and called traffic for Aircraft X being 12 o'clock and 1 mile. The traffic then appeared to be maneuvering to get close [to] Aircraft X. When I called the traffic Aircraft X reported 'traffic in sight; we got an RA and are climbing. I then told Aircraft X; when complete maintain 7000 feet. The VFR aircraft then appeared to make a track towards 2 other EWR arrivals before continuing on course to an unknown destination. Because of their previous erratic behavior; I stopped the following EWR arrivals at a higher altitude and 'attempted' to vector them clear of the VFR aircraft. I vectored a [heavy jet] to the west at 9000 feet; and as soon as he turned the VFR aircraft turned towards him. So; I started to turn them to go around the VFR on the other side; and again the VFR turned. I stopped their turn and they passed behind the VFR aircraft by about .5 miles level at 9000 feet.I would stop the implementation of the Visual Indicator before it is Mandatory. I filed [a safety report] on that after receiving the briefing because I think it is unsafe. Since; they have had the VSI available in En Route Automation Modernization (ERAM); I have been using it and trying to get accustomed to it. It is fine if you have a few planes but as soon as you get busy; it puts you over the edge. Having a Radar Assist is not much help; since they often put the VSI 'on' as you are doing it resulting in it going 'off'. Having the same entry to turn it 'on' and 'off' does not work. It needs to be rethought and reworked.I would change the classification of the airspace in high density arrival/VFR areas into a Mandatory Communication area. Trying to descend Heavy and Super aircraft to a low altitude with VFR aircraft (some with no transponder!) doing whatever they want without getting advisories is unsafe! This airspace has remained the same Class since I arrived when the traffic was props and jets. We had the issues then and we still have them now.Create an easier way to track a VFR that takes 'runs' at planes. It doesn't have to be a disciplinary thing; more educational. I'm sure that pilot was like 'look at that guy! Let's get a closer look! Educate people flying VFR what happens when they do things like that. You want to look at planes; fine. Do it straight and level while talking to ATC!
ZBW Center Controller reported being distracted by learning to use new automated radar display software then observed an unidentified VFR aircraft maneuvering into confliction with IFR arrival traffic in the sector.