Narrative:

I was working the north local control position landing and departing runway 30R. The supervisor said there will be arrivals to runway 35 in about 40 minutes which puts us into converging runway operations that requires the use of an adw (arrival departure window). I was not advised when the first arrival to runway 35 was on final and I did not notice it because runway 35 is on the opposite side of the airport. I had already cleared an aircraft for takeoff on runway 30R when I realized there was traffic on final to runway 35 in the adw. I cancelled the takeoff clearance of my departing aircraft and had them taxi off the runway to prevent another go around with landing traffic on final behind them. I then asked the supervisor why no one was informed of the first arrival to runway 35.converging runway operations at msp (the use of runway 35) with adw's is still very new at msp and has many unresolved safety issues. In spite of these safety issues and continuous notifications/complaints from the tower controllers; management has insisted on the use of runway 35. Even when there is no arrival demand to land 3 runways at msp management still insists on utilizing converging runway operations drastically increasing the workload and complexity for the tower.my recommendation: until the local safety issues associated with cro (converging runway operations) tower operations at msp are resolved; do not utilize cro operations unless there is an actual demand for 3 arrival runways. Drastically increasing the complexity of the tower operation with adw requirements as well as multiple runway crossing for every 35 arrival introduces unnecessary risk to the operation. Develop procedures to ensure all controllers in the tower are aware of traffic landing or on final approach to runway 35.

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Original NASA ASRS Text

Title: MSP Tower Controller reported an unsafe operation when the Controller was not advised of the first arrival in a converging runway operation.

Narrative: I was working the North Local Control position landing and departing runway 30R. The supervisor said there will be arrivals to runway 35 in about 40 minutes which puts us into converging runway operations that requires the use of an ADW (Arrival Departure Window). I was not advised when the first arrival to runway 35 was on final and I did not notice it because runway 35 is on the opposite side of the airport. I had already cleared an aircraft for takeoff on runway 30R when I realized there was traffic on final to runway 35 in the ADW. I cancelled the takeoff clearance of my departing aircraft and had them taxi off the runway to prevent another go around with landing traffic on final behind them. I then asked the supervisor why no one was informed of the first arrival to runway 35.Converging runway operations at MSP (the use of runway 35) with ADW's is still very new at MSP and has many unresolved safety issues. In spite of these safety issues and continuous notifications/complaints from the Tower controllers; management has insisted on the use of runway 35. Even when there is no arrival demand to land 3 runways at MSP management still insists on utilizing converging runway operations drastically increasing the workload and complexity for the Tower.My recommendation: Until the local safety issues associated with CRO (Converging Runway Operations) Tower operations at MSP are resolved; do not utilize CRO operations unless there is an actual demand for 3 arrival runways. Drastically increasing the complexity of the Tower operation with ADW requirements as well as multiple runway crossing for every 35 arrival introduces unnecessary risk to the operation. Develop procedures to ensure all controllers in the Tower are aware of traffic landing or on final approach to runway 35.

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.