Narrative:

I was working clearance delivery and ground control combined. It was a low visibility; dark out and runway 7/25 was closed. Snow removal operations were in progress. I cleared [airport ops] into the red and blue zones which allows clearance on to taxiways on the west side of the airport as well as on to the west side of runway 7/25. A clearance into the red and blue zone does not allow airport operations on to runway 3/21 or the associated safety areas.I taxied aircraft X out to runway 21 and advised [airport ops] of the taxiing traffic. [Airport ops] had the traffic in sight and he said he and the snow crew would give way to aircraft X . Then I had to cut a new ATIS. The ATIS included multiple NOTAMS and field conditions; which made it very lengthy. When local cleared aircraft X for takeoff I glanced up to scan the movement area. [Airport ops] and crew were on taxiway a. [Airport ops] was near the fire house while the snow crew was near taxiway A5 but still located on a. I finished cutting the ATIS and reviewed it to make sure it was correct. As I finished cutting the ATIS another aircraft called with an update on when they would be airborne for a flow time and they called for push back on to taxiway a. I quickly scanned the movement area to make sure operations and crew would be clear of the aircraft pushing back. [Airport ops] and crew were still on the opposite end of the airport. I gave the aircraft clearance on the taxiway a and then looked back at the blue zone where [airport ops] and snow crew were working.the snow crew had proceeded on to runway 21 without clearance. I coordinated with the local controller to see if he had put [airport ops] and crew on the runway. Local said he had not. At this point aircraft X was airborne and took off without incident. I keyed up and tried to reach [airport ops] . As I did the snow crew was exiting the runway. [Airport ops] did not answer me immediately. Local tried as well to reach [airport ops] on tower frequency. When [airport ops] did respond he asked for clearance on to runway 21 at taxiway A5. I told [airport ops] I just saw his crew on the runway without clearance to do so. [Airport ops] said it was a communication issue. I turned to the controller in charge (controller in charge) who had been alerted of the runway incursion to see if I should now allow [airport ops] and crew on to the runway. I was told yes; so I coordinated with local control for [airport ops] and crew to proceed on the runway. Having my head down to cut an ATIS took my focus away from the movement area. If spokane had an automatic ATIS it would improve safety greatly. The controller in charge was not plugged in and monitoring. I think the controller in charge should be required to be plugged in and monitoring the operation.

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Original NASA ASRS Text

Title: Tower Controllers reported of snow removal vehicles on and near the runway at the same time an aircraft was departing.

Narrative: I was working clearance delivery and ground control combined. It was a low visibility; dark out and runway 7/25 was closed. Snow removal operations were in progress. I cleared [Airport Ops] into the red and blue zones which allows clearance on to taxiways on the west side of the airport as well as on to the west side of runway 7/25. A clearance into the red and blue zone does not allow airport operations on to runway 3/21 or the associated safety areas.I taxied Aircraft X out to runway 21 and advised [Airport Ops] of the taxiing traffic. [Airport Ops] had the traffic in sight and he said he and the snow crew would give way to Aircraft X . Then I had to cut a new ATIS. The ATIS included multiple NOTAMS and field conditions; which made it very lengthy. When local cleared Aircraft X for takeoff I glanced up to scan the movement area. [Airport Ops] and crew were on Taxiway A. [Airport Ops] was near the fire house while the snow crew was near Taxiway A5 but still located on A. I finished cutting the ATIS and reviewed it to make sure it was correct. As I finished cutting the ATIS another aircraft called with an update on when they would be airborne for a flow time and they called for push back on to Taxiway A. I quickly scanned the movement area to make sure OPS and crew would be clear of the aircraft pushing back. [Airport Ops] and crew were still on the opposite end of the airport. I gave the aircraft clearance on the taxiway A and then looked back at the blue zone where [Airport Ops] and snow crew were working.The snow crew had proceeded on to Runway 21 without clearance. I coordinated with the Local Controller to see if he had put [Airport Ops] and crew on the runway. Local said he had not. At this point Aircraft X was airborne and took off without incident. I keyed up and tried to reach [Airport Ops] . As I did the snow crew was exiting the runway. [Airport Ops] did not answer me immediately. Local tried as well to reach [Airport Ops] on tower frequency. When [Airport Ops] did respond he asked for clearance on to Runway 21 at Taxiway A5. I told [Airport Ops] I just saw his crew on the runway without clearance to do so. [Airport Ops] said it was a communication issue. I turned to the Controller In Charge (CIC) who had been alerted of the runway incursion to see if I should now allow [Airport Ops] and crew on to the runway. I was told yes; so I coordinated with local control for [Airport Ops] and crew to proceed on the runway. Having my head down to cut an ATIS took my focus away from the movement area. If Spokane had an automatic ATIS it would improve safety greatly. The CIC was not plugged in and monitoring. I think the CIC should be required to be plugged in and monitoring the operation.

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.