Colocation towing movement and ground control

Schiphol and its partners are exploring ways to define and maintain a safety quality standard for all organisations working on airside.

ISMS partners jointly investigated an incident in which a towed aircraft collided with the passenger bridge on a stand. The incident investigation brought a number of potential risk reduction actions to light for further reducing the risk of docking an aircraft, which we investigate further. For example we started a study on the quality of radio communication between Apron Control and tow truck drivers.

On 6 September 2019 an aircraft attempted to take off from a taxiway instead of the Zwanenburg Runway. A number of measures to prevent this from occurring again were immediately implemented. For example, the standard night taxi route has been changed and the location has been identified as a hotspot where pilots and air traffic controllers are required to be extra alert. The markings that guide pilots towards the runway have also been made clearer and new lightings at runway entries, Runway Guard Lights, have been implemented. Also, there was an awareness program for flight crew. An awareness program for and air traffic controllers is being developed.

Schiphol and its partners are exploring navigation and surveillance systems in vehicles on airside, to reduce the likelihood of runway incursions.

ISMS partners jointly investigated a safety incident in 2018, which happened between a towed aircraft and a marshaller in the field. As a result, Schiphol and its partners have already taken a number of further measures, such as tightening up the procedure, to reduce the risks of marshalled towing. The tow drivers are trained and qualified for the new 2021 standard. We have also reduced the need to marshal towing movements, thus reducing the risk of safety incidents with marshalled tows.

Schiphol and its partners are revising the names of specific taxiways. We will implement a revised nomenclature of the taxiway system to improve consistency. This will reduce the likelihood of errors and misunderstandings due to similar/confusing naming conventions.

ISMS partners have investigated the reasons why ground personnel on platforms and service roads do not always comply with the rules and regulations. This research demonstrates several factors at play. To improve this situation, we have now implemented measures that were feasible at short notice.
Line markings and pedestrian zones are improved, and lights are recovered. The Schiphol rules are updated and enforced, and the sanctioning time is shortened. There is an integral safety campaign.
The longer-term safety improvements are currently worked out in a study or implemented.
The implementation date above refers to the safety improvements which are currently being implemented.
For the safety improvements which are currently in study, the new implementation date might be updated.

A missed approach is considered a standard procedure. An aircraft can come into conflict with departing air traffic when it has to execute a missed approach and a converging departure runway is being used. Air Traffic Control the Netherlands (LVNL) and its partners have been investigating how they can further increase the safety of this procedure.

Timing appears to be an effective measure to reduce the risk of converging approach and take-off operations. By ensuring there is adequate time between these operations we can further decrease the risk of conflicts occurring.

It was decided to implement timing for all converging runways, taking into account the geometry for each of the converging runway combinations. Air Traffic Control the Netherlands (LVNL) will develop dedicated training for the runway controllers focusing both on conflict prevention and resolution.

Air Traffic Control the Netherlands (LVNL) and its ISMS partners will improve the planning systems to increase predictability of flight profiles to reduce collision risk as part of the European SESAR (Single European Sky ATM research) programme.

The Ministry of Infrastructure and Water Management, Air Traffic Control the Netherlands (LVNL) and other partners are investigating improved ways for inbound traffic to enter the airspace around Schiphol as part of the airspace restructuring programme. This would be a next step in developing the operational concept. Doing so would increase the predictability of flight profiles in approaching aircraft to evenly spread traffic load, which would reduce the likelihood of occurrences that affect flight safety.

Schiphol and its partners have developed and published a website that pushback drivers can easily consult for the standard procedures for pushback. This will reduce the risk of safety incidents during pushback manoeuvres. Evaluation of this measure showed even more could be achieved with this new website. A date for implementing this is scheduled.

Schiphol and Air Traffic Control the Netherlands (LVNL) are implementing ‘Follow the Greens’. These are a set of sequenced green lights that guides pilots along the assigned taxi route. This visual aid eliminates the need for pilots to consult maps, reduces workload for ground controllers and relieves stress on ground frequencies. It will improve coordination and reduces the likelihood of on-ground safety occurrences and runway incursions.

Schiphol and its partners are exploring the introduction of Runway Status Lights (RWSL). These are series of autonomously-operating red in-pavement lights that warn both pilots and vehicle drivers for other aircraft or vehicles on runways. This visual aid will reduce the likelihood of runway incursions.

Links:

• • RWSL implementation in Paris-Charles de Gaulle
  • EuroControl RSWL information

Schiphol is building a new pier which will have 8 gates for both wide and narrow-body aircraft. The A-pier is situated in the South-West area of the airport, next to runway 06/24 (Kaagbaan). The new pier will increase gate capacity and relieve gate allocation constraints, reducing the likelihood of on-ground safety occurrences. A date for implementation is rescheduled.

Schiphol is equipped with a circumferential double-lane taxiway system, except for the current Quebec taxiway. Schiphol and its partners will increase operational predictability, uniformity and ground capacity by doubling the Quebec taxiway. This will reduce the likelihood of on-ground safety occurrences. The double taxiway will be integrated in the clockwise and counter-clockwise routing of the Alfa and Bravo taxiways. The duplication of the Quebec taxiway will be implemented in three phases (1A, 1B and 2). Phase 1A is implemented. The new aircraft bridge is in use now. Implementation of phase 1B is foreseen before 2026. These phases realize the duplication of the taxiway system.
 

Opposite traffic in SW corner – with (right) and without (left) dual taxiway Q

Congestion in SW corner – With (right) and without (left) dual taxiway Q

Schiphol and its partners are conducting a study on the possibility for ground handlers to share their vehicles and equipment. A pilot is about to start, which serves as input for the planning. Sharing reduces the movements and the amount of ground handling equipment at aprons, such as stairs and baggage carts, and less material is left on the platforms. This situation reduces the likelihood of safety occurrences on the ground.

Air Traffic Control the Netherlands (LVNL) and Schiphol consider how to move towing movement control to the operation room in the Tower with ground control in order to enhance communication and coordination. This will reduce the likelihood of safety occurrences on the ground. LVNL will take over the task tow control from Schiphol. Implementation is planned before 2027.

Runway combination changes that take place at the last minute may cause a disruption to the expected flight handling process, both for pilots and air traffic controllers. Air Traffic Control the Netherlands (LVNL) and Schiphol have developed measures to further reduce the number of last-minute runway changes, and the associated risks, in order to prevent air and ground safety incidents. For instance, we maintain landing runways when an aircraft is in the Terminal Manoeuvring Area (TMA) Schiphol; in addition, we use two departure runways when needed for a more stable traffic flow. We have also developed measures to improve the predictability of runway use and traffic flows using improved planning systems such as Arrival Management and Collaborative Decision Making. The percentage of last-minute runway combination changes is being monitored closely. The Schiphol Airport Operations Centre (APOC) is in use from June 2021 on.

Aircraft following the routing to the beginning of runway 18L (Aalsmeerbaan) pass intersection N2/E6. At that point, the traffic crosses runway 09 (Buitenveldertbaan).

Schiphol and its partners are developing a runway stop bar in order to prevent aircraft that erroneously turn right from taxiing via the Buitenveldertbaan runway towards departing traffic. This will reduce the risk of runway incursions.

When taxiing to or from the Sierra platform, aircraft cross runway 06/24 (Kaagbaan). Schiphol and its partners have researched the ways that this crossing can be made safer to mitigate the risk of possible runway incursions. We also looked at alternative taxi routes to and from the Sierra platform. After research it is decided that aircraft are going to use a new intersection at Sierra 1. Because aircraft do no longer cross at a ‘high energy point’, the risk of runway crossings will decrease.