Converging runway use

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. For example, all vehicles on airside have been equipped with seatbelts and handsfree communication devices. We have also introduced stricter airside access rules. The longer term safety improvements are currently being worked out and implemented.

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 implement a support system to help the runway controller maintain the required distances between aircraft for each of the runway combinations. The due dates for implementation depend on the systems that need to be adapted. Implementation of the first stage is foreseen for the first quarter of 2021.

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 European Union is improving the use of European airspace under the project name ‘Single European Sky ATM Research’, or ‘SESAR’. As part of this project, approaches based on satellite technology (RNAV) are currently being implemented at Schiphol. This allows aircraft to carry out an RNP Approach which involves using three-dimensional GPS navigation on the approach to a runway. As of 7 November 2019, an RNAV approach is possible for four runways at Schiphol. The navigation technology makes flight paths for approaching aircraft more predictable, which will reduce the likelihood of any in-flight safety incidents.

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 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 currently being implemented, phase 1B is in the planning stage. 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

During adverse weather conditions, like thunderstorms and lightning, all ground handlers should follow the same procedure. Schiphol and its partners have implemented a standard procedure that increased the predictability and uniformity of ground handling operations in order to reduce the likelihood of on-ground safety occurrences.

Schiphol and its partners are conducting a study on the possibility for ground handlers to share their vehicles and equipment. 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. In a step-by-step approach apron controllers of Schiphol will be co-located at LVNL to work side by side with ground control in 2021. This will reduce the likelihood of safety occurrences on the ground.

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.

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.

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. We have also reduced the need to marshal towing movements, thus reducing the risk of safety incidents with marshalled tows.

The task force has implemented two measures which prevent pushback accidents. The long pushback procedure was refined and the responsibilities of the ground controllers and the pushback drivers were clarified. Further mitigations are considered. A possible adjustment in the pushback procedure is investigated, with the new roadmap item 40. Fixed pushback release points.

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

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. Six structural measures are being implemented in total, including a performance indicator of deviations from standard taxi routes in the dark and an awareness program for flight crew and air traffic controllers.

Air Traffic Control the Netherlands (LVNL) and Schiphol are exploring start-up and release points as substitute for the current procedure using pushback limit lines to define the end of a pushback. Currently, most aircraft stands have a pushback limit line. The idea behind start-up points is to have a limited number of locations per bay where to end a pushback. This improves uniformity in pushbacks and assures a better awareness of flight crews on the location of other aircraft.

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.