Converging runway use

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

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/confused 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. The ISMS partners began the ‘Working together on a safe summer’ campaign in order to improve this situation. In addition, we carry out a number of short-term projects that will be ready by January 2020. For example, a joint plan was created for the implementation of hands-free communication in all vehicles that operate on Airside and stricter rules. A step-by-step plan to implement structural improvements will be drawn up based on the investigation, which will aim to reduce the risk of on-ground safety incidents.

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 are investigating how they can further increase the safety of this procedure.

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. 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 its partners implement an online publication of pushback procedures which ensures that pushback drivers use the current pushback procedures. This will reduce the risk of safety incidents during pushback manoeuvres.

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.

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 Alpha and Bravo taxiways.

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 the day, there are two ground controllers in Tower Centre and one in Tower West near runway 18R/36L (Polderbaan). Air Traffic Control the Netherlands (LVNL) has added a third ground traffic controller to the crew at the Central Control Tower. This reduces the workload of ground controllers and the likelihood of runway incursions and on-ground safety incidents. The deployment of this third ground traffic controller will be further expanded over time.

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 moving towing movement control to the operation room in the Tower as ground control in order to enhance communication and coordination. This will reduce the likelihood of safety occurrences on the ground.

Changes in runway combinations – when switching for inbound and outbound peaks – cause operational complexities. Therefore, Air Traffic Control the Netherlands (LVNL), Schiphol and the airlines are exploring a more predictable use of runways and creating a predictable traffic flow. Improved planning systems have been implemented, such as arrival management and collaborative decision-making. We will further improve these operational plans in the coming years. Research into the efficacy of these safety measurements has now been completed. These measures may reduce the risk of runway incursions and the likelihood of safety deviations in flight.

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 Maneuvring Area (TMA) Schiphol; in addition, we use two departure runways when needed for a more stable traffic flow. We also use improved planning systems. These measures enable the percentage of last-minute runway combination changes to structurally decrease. We have now completed the investigation into the effect on safety of these and additional measures.

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 creating 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.

ISMS partners jointly investigated a runway incursion in which an aircraft was cleared to enter the Zwanenburgbaan (Runway 18C), while another aircraft had permission to depart to the south. The study brought a number of measures to light which may further reduce the risk of incorrect line-ups. For example, the sight lines from the Control Tower may be improved. We have also conducted further research into the ways of working and operational procedures when taking-off from the Zwanenburgbaan Runway (18C). The measures are being worked out further and are being implemented.

Two planes made contact with each other on two separate occasions, 15 February 2019 and 9 July 2019, during a pushback manoeuvre. The ISMS partners investigated the accident on 15 February. The investigation into the accident on July 9 is still ongoing. We set up a task force to develop measures to prevent this type of accident in the future and implements short term actions. The task force will review the recommendations from the joint investigation, and also take other measures into consideration.

The Uniform platform was expanded from 5 to 9 parking spaces by Schiphol and its partners. There will be 3 additional parking spots for wide body aircraft; making a total of 12 parking spots. This reduces bottlenecks in parking spot allocation and relieves gate planning, which thereby reduces the risk of on-ground safety incidents. In addition, aircraft will be serviced at the total of 12 parking spots. That means they will cross the Aalsmeerbaan Runway (18L/36R) with less frequency, thereby reducing the risk of runway incursions.

Air Traffic Control the Netherlands (LVNL) is creating an extra safety net which gives air traffic controllers a digital warning if they want to use a runway that is not currently in use. An additional warning will follow if the air traffic controller then gives permission to take off or land on that runway. This extra warning is in order to prevent planes from taking off or landing on runways that are not currently in use.