Converging runway use

The extension of the U-platform will increase parking capacity and relieve parking allocation constraints, reducing the necessity to cross runway 18L/36R and the likelihood of on-ground safety occurrences.

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. 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 publication of satellite-based approaches (RNAV) is part of the European SESAR concept. It contributes to the increasing predictability of flight profiles for approaching aircraft, which will reduce the likelihood of safety occurrences in flight.

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 will implement an online option for pushback drivers to easily consult for the standard procedures for pushback. 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 adverse weather conditions, like thunderstorms and lightning, all ground handlers should follow the same procedure. Schiphol and its partners are implementing a standardised procedure that will increase the predictability and uniformity of ground handling operations in order to reduce the likelihood of on-ground safety occurrences.

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 workloads 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, thereby reducing the likelihood of safety occurrences on the ground.

Air Traffic Control the Netherlands is redesigning working stations in the Tower. This will allow air traffic controllers to be positioned at the location most beneficial for their area of control, thereby reducing the likelihood of safety occurrences in the air and 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.

The complexity of the Southwest area around runway 06/24 (Kaagbaan) will be reduced by adapting the infrastructure to create a stable flow of traffic. This will decrease the likelihood of on-ground safety occurrences.

Changes in runway combinations – when switching for inbound and outbound peaks – cause operational complexities. Therefore, Air Traffic Control the Netherlands (LVNL) and Schiphol 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 improve these operational plans in the coming years, and research on the efficacy of these safety measurements will be completed by the summer. 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. Before the summer, we will complete 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). To reduce the likelihood and/or severity of runway incursions, Schiphol and its partners study the improvement of the safety levels of this operation including other routings to taxi to and from the Sierra platform.

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 are taking further measures to reduce the risks of marshalled towing. We have also adjusted our procedures and reduced the need to marshal towing movements, thus reducing the risk of safety incidents with marshalled tows.

In 2016, an Embraer departed from the edge of the Kaagbaan (runway 24). Directly after the incident, Schiphol extended the taxiway centre line marking towards the runway centre line. The Dutch Safety Board (OVV) published a report in November 2018 about this incident, which included recommendations. As a result of this report, ISMS partners are investigating the possibilities of taking additional measures that reduce the risks associated with misaligned take-offs.

Link to report

Bron: Report ‘Misaligned take off’ by OVV

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 will conduct further research into the way of working and operational procedures when taking-off from runway 18C and these details are now being worked out.