License to operate

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. As well as ’joint walks’, a FOD-walk and ’kijkje in de keuken’ sessions.
This measure consists of multiple underlying actions with their own implementation date. Therefore, no implementation and planning date is mentioned on the website.

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 going to investigate improved ways for inbound traffic to enter the airspace around Schiphol as part of the airspace restructuring programme in 2023. This will be part of the development of the operational concept. It will increase the predictability of flight profiles of 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 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.

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.

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 aircraft bridge over the highway A4 is in place and in use.
 

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

Situation after phase 1B and phase 2

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.

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.

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 will use a new intersection at Sierra 1. Because aircraft no longer cross at a ‘high energy point’, the risk of runway incursions will decrease.

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.

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 and its partners are exploring the development of a new tool called the Pushback Support Tool. This tool will be implemented on a device like 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.

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.

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.

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.

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.

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.

Runway threshold identification lights are special lights placed at the beginning of a runway (the threshold) to help pilots clearly identify the beginning of the runway during the final approach, especially at night or in poor weather conditions. These lights have the potential to improve visibility of the landing runway and safety during approach and landing. Schiphol and its partners are currently conducting a study on the feasibility and added value of this measure for operations at Schiphol.

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.

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.