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Study
Planning
01JAN2018
Implementation
01JAN2018
Evaluation
09MAY2025
Ground handling adverse weather procedure

Ground handling adverse weather procedure

All aprons

During adverse weather conditions, like thunderstorms and storm, or (heavy) fog, all ground handlers need a clear 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.

The evaluation of this measure showed that a standardized procedure for heavy wind and storm is in place. This addition to regulate ground handling activities during wind gusts in the handbook provides clarity and uniformity.

  • 4. Deviations by ground handling staff

    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 crosswalks have been improved, and broken lights have been replaced. The Schiphol rules are updated and enforced, and the sanctioning time is shortened. The Basic training Safety & Security has been improved and is an eLearning with an annual recurrent training. 

    The lines of sight for traffic are improved on a few crossings at airside. Together with ground handlers, integral safety campaigns are organised.
    This measure consists of multiple underlying actions with their own implementation date. Therefore, no implementation and planning date is mentioned on the website. 

    Study
    01MAR2019
    Planning
    Implementation
    31DEC2029
    Evaluation
    36, 37, 25,

  • 12. Follow the Greens

    Schiphol and Air Traffic Control the Netherlands (LVNL) are researching the feasibility of a ‘Follow the Greens’ taxiway system. 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.

    Study
    01JUN2026
    Planning
    Implementation
    Evaluation
    36, 37, 25,

  • 15. Increase number of aircraft parking positions (by building a new pier)

     

    Schiphol is constructing a new pier with parking positions for both widebody and narrowbody aircraft. The new gates can accommodate 3 widebody and 5 narrowbody aircraft, or 11 narrowbody aircraft. The A-pier is located in the southwestern part of the airport, next to the Kaagbaan (06/24). The new pier increases gate capacity and relieves gate planning. As a result, the pressure on ground operations decreases, reducing the likelihood of ground safety incidents. The completion of the pier is also important to create sufficient capacity that allows Schiphol to renovate or remodel other piers.

    Study
    Planning
    01JAN2017
    Implementation
    Evaluation
    36, 37, 25,

  • 16. Completion dual taxiway system

    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. At this stage, the new security post is almost completed and the connecting road to Schiphol Centre is also under construction. 

    Less congestion in SW corner after splitting departure flows (for runway 36L and 36C)

    Less congestion in SW corner after splitting departure flows (for runway 36L and 36C)

    Smaller area of two way traffic reduces waiting times for opposite traffic

    Smaller area of two way traffic reduces waiting times for opposite traffic

    Situation after phase 1B and phase 2

    Situation after phase 1B and phase 2

    Study
    Planning
    18SEP2018
    Implementation
    01DEC2027
    Evaluation
    36, 37, 25,

  • 22. Sharing ground equipment and vehicles

    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. A pilot has been performed with passengers’ stairs, Powerstows and conveyor belts on a few stands at the D-pier.

    Study
    Planning
    Implementation
    Evaluation
    36, 37, 25,

  • 24. Colocation towing movement and ground control

    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 2030.

    Study
    31DEC2020
    Planning
    Implementation
    31DEC2029
    Evaluation
    36, 37, 25,

  • 27. Last minute runway combination changes and complexity of changes in runway combinations

    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.

    Study
    20JUN2019
    Planning
    Implementation
    31DEC2026
    Evaluation
    36, 37, 25,

  • 39. Risk reduction for docking of aircraft

    ISMS partners jointly investigated an incident in which a towed aircraft collided with the passenger bridge on a stand. Based upon this investigation a system is being developed so that when parking a towed aircraft, it is easier to see exactly where to stop. 

     The measure was implemented. The correct stopping positions are published in the Airport Community App from May 1st 2023.

    However, evaluation showed that this information is not used by the ground handlers and that the intended safety effect is not obtained. It is therefore decided to conduct a renewed study on this measure.

    Study
    08DEC2025
    Planning
    Implementation
    Evaluation
    36, 37, 25,

  • 41. Improve pedestrian safety

    ISMS partners jointly investigated an incident in which an employee was severely injured after being hit by an Ambulift (a so called ‘Bulmor’) vehicle. 

    After the first investigation results, an awareness campaign was launched for improving the pedestrian safety at airside. A temporary Taskforce defined risk reduction actions to improve pedestrian safety at Airside. These measures include safer routes, improving pedestrian infrastructure and behaviour, and increasing enforcement.  

     Safer walking routes have been created through the terminal, which means that fewer pedestrians have to cross on airside. The use of these walking routes has been supported by a campaign. There is also more enforcement on pedestrian behaviour, such as the mandatory use of pedestrian paths and yellow dots to cross the road. 

    In addition, work is being done to improve the pedestrian infrastructure and the behaviour of employees on airside. 

    Study
    31DEC2025
    Planning
    Implementation
    Evaluation
    36, 37, 25,

  • 42. Pushback Support Tool

    The pushback process involves close collaboration between various organizations and operators, each following their own procedures. To help pushback drivers follow the correct pushback procedure according to the instructions given by the Ground Controller, Schiphol, LVNL and Ground Handlers are exploring a new tool called the Pushback Support Tool. This tool will be implemented on a tablet, which will be placed in the pushback truck’s cabin.

    The main goal of the Pushback Support Tool is to support pushback drivers in performing their tasks safely and accurately. This is seen as a promising way to reduce risks during the pushback process.

    Study
    26MAY2025
    Planning
    31DEC2027
    Implementation
    Evaluation
    36, 37, 25,

  • 43. UFP emissions sensor network at Schiphol airport

    Measures are increasingly implemented to protect employees at airside from engine emissions.

    To enable monitoring of Ultra Fine Particle (UFP) emissions a sensor network is progressively deployed.

    Study
    Planning
    Implementation
    Evaluation
    36, 37, 25,

  • 44. Minimize usage of aircraft APUs

    Measures are increasingly implemented to protect employees at airside from engine emissions.

    Usage of aircraft Auxiliary Power Units (APUs) at aircraft stands and platforms will be minimized.

    Study
    Planning
    Implementation
    Evaluation
    36, 37, 25,

  • 45. Maximize Reduced Engine Operations (REO) to and from stands, on platforms and taxiways

    Measures are increasingly implemented to protect employees at airside from engine emissions.

    All arriving aircraft shall switch off as many engines as possible after landing and taxi to the aircraft stand;

    All departing aircraft shall use as few engines as possible whilst taxiing to the runway.

    Reduced engine taxiing should only be executed when allowed in accordance with company standard operating procedures (SOP) and when deemed safe by the crew.

    Docking teams will be employed at aircraft stands to facilitate seamless inbound taxi operations.

    Study
    Planning
    Implementation
    Evaluation
    36, 37, 25,

  • 46. Protect employees working at airside from engine jet blast by maximizing distance and diverting direction.

    Measures are increasingly implemented to protect employees at airside from engine emissions.

    Tug Release Points at the end of pushback/pushpull operations will be relocated as far away as possible from aircraft stands, platforms and terminal buildings.

    Docking teams will be employed at aircraft stands to facilitate seamless inbound taxi operations.

    Study
    Planning
    Implementation
    Evaluation
    36, 37, 25,

  • 47. Stop bar 24 hours

    A stop bar is a row of red lights in the pavement of a runway or taxiway at specific points where airplanes and/or vehicles must stop. It shows pilots and vehicle drivers where they must wait before crossing or entering a runway. While the stop bar is illuminated, airplanes and vehicles must not proceed. If necessary, air traffic control can turn off the stop bar when it is safe to proceed.

    In the ‘Stop bar 24 hours’ concept, these lights are used throughout the day and in all weather conditions to protect the runways. An initial analysis by Schiphol and its partners suggests that this measure could be highly effective in reducing the risk of accidents on runways. Therefore, further research is being conducted to assess the feasibility of implementing this measure.

    Study
    Planning
    Implementation
    Evaluation
    36, 37, 25,

  • 49. One runway, one frequency, one language (Triple One)

    The concept of “One runway, one frequency, one language”  means using a single radio frequency and language (English) for all activities related to a runway. This can help increase awareness for everyone involved in operations on and around the runways. It may reduce the chance of incidents caused by misunderstandings between air traffic control, pilots, and drivers. Being aware of activities on and around the runway can make the system safer.

    Schiphol and its partners are studying the advantages and disadvantages of implementing this concept at Schiphol Airport. A decision will be made based on the results of the study.

    Study
    29AUG2025
    Planning
    Implementation
    Evaluation
    36, 37, 25,

  • 50. Display of “STOP” on inactive docking guidance systems

    Schiphol and its partners are exploring the feasibility of displaying the word “STOP” on inactive docking guidance systems. This will provide guidance to pilots on what is expected from them when they arrive at the gate where docking is not possible for any reason. This will help reduce the likelihood of self-dockings thereby reducing the risk in the docking process.

    Study
    03FEB2025
    Planning
    Implementation
    31DEC2025
    Evaluation
    36, 37, 25,

  • 52. Safe ground handling A32xneo

    KLM and Transavia are replacing their Boeing 737-fleet for Airbus A320neo and A321neo aircrafts. These new aircrafts require more ground handling activities. To manage the risks, measures are being taken to create more handling areas, storage and use of containers. 

     

    Study
    20SEP2026
    Planning
    Implementation
    Evaluation
    36, 37, 25,

  • 53. Handling A321 on short stands

    The Airbus A321 had limited maneuverability for Ground Service Equipment behind the tail of the  

    Aircraft on stands D16-D28 and C14, causing ground handling risks. To create more space, the A321’s stop position was moved to a more forward position and work is underway to relocate the red apron safety line 2,5m backward.  

    Study
    Planning
    Implementation
    30JUN2025
    Evaluation
    36, 37, 25,

  • 54. Relocating the PAPI and aiming point for Runway 22

    Based on investigations into a short landing by an Airbus A330-300 on Runway 22, the Precision Approach Path Indicator (PAPI) and Aiming Point on Runway 22 will be relocated. This project is currently in planning, with the aim to implement the relocations during the major overhaul of Runway 04/22 in 2027. 

    Until that time Runway 22 will continue to be used for large aircraft. Independent investigation by NLR has shown that continued runway use is safe, also for large aircraft.

    Study
    Planning
    31DEC2026
    Implementation
    Evaluation
    36, 37, 25,

  • 55. Renaming taxiways

    At Schiphol 45% of deviations from taxi clearances happen at the locations Zulu (A26/A27/ A28), A29 and A21/A22. The most common underlying root cause considers the fact that taxiways in different directions can have the same name for flight crew who arrive at a taxiway intersection combined with the complex layout of the taxi tracks at these junctions.

    Schiphol and LVNL will therefore rename the taxiways at these locations according to the following design:

    Study
    Planning
    30JUN2029
    Implementation
    Evaluation
    36, 37, 25,
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