Narrative:

Converging runway operations (cro) were in use here during marginal conditions. I was working local control dealing with all of the traffic landing and departing runway 30L. Once again the absolute minimum spacing was requested to allow for the slight possibility of getting a departure out in between arrivals. There were five or more aircraft waiting for departure lined up on taxiways blocking any exits for aircraft in departure position. An aircraft crossed the landing threshold; I then instructed the next aircraft to line up and wait. There was another aircraft four miles in trail on the final approach; and another aircraft on final approach to runway 35 at the same point as the runway 30L arrival. I told the landing aircraft to turn right and exit the runway completely without delay in order to allow for the departure to begin takeoff roll before the runway 35 arrival entered the arrival departure window (adw).everything from my perspective and what the capabilities of my equipment were showing; told me that I was going to have approve separation with the runway 35 arrival. I was later informed that the departure began forward movement before the runway 35 arrival was in the adw; however the departing aircraft's speed dropped to zero again before continuing departure roll. This caused a violation with the runway 35 arrival in the adw. We have no procedures in place for what to do in this scenario. At one point there was a memorandum that stated since the error already occurred to let the operation continue; instead of trying to reestablish some form of separation. Exiting runway 30L was not an option; sending the runway 30L arrival around is a bad option in the best of conditions because at that point if the runway 35 arrival balks their landing; you have 3 or more aircraft all aiming for the same point of airspace. We have received no official training on what to do in these situations either. But management continues to play the blame and shame game by telling the controllers that they used poor judgement. But the truth is that going to this configuration in these conditions with the less than adequate spacing is the real danger and poor judgement. It is anxiety inducing and just scary to be forced to work local like this. I am a calm person and don't really get worked up that easily; and I can stay focused and collected through most intense or busy periods; with the exception of this configuration. I find myself physically shaking; when I am made to work this configuration. Not just because I am nervous; but I also have an understanding of the amount of risk involved and have voiced my concern through safety reports and also verbally with management; tmc; and our local safety council; yet nothing has changed.cro was identified as a safety risk in the NAS (national airspace system) and procedures were implemented nationwide to help prevent a midair collision. The data is all there; it only provides us with the small benefit of a handful of extra arrivals per hour. So what would make more sense; a few more arrivals or some airborne/ground delays? I have been through safety and risk mitigation courses both in the military and in the FAA. Using that training; I cannot see the benefit of a few arrivals outweighing the risk of a midair collision over a densely populated urban area. Either the spacing has to be increased or the converging operation needs to cease.

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Original NASA ASRS Text

Title: MSP Local Controller reported an aircraft hesitated on takeoff roll causing a loss of separation during Converging Runway Operations.

Narrative: Converging Runway Operations (CRO) were in use here during marginal conditions. I was working Local Control dealing with all of the traffic landing and departing Runway 30L. Once again the absolute minimum spacing was requested to allow for the slight possibility of getting a departure out in between arrivals. There were five or more aircraft waiting for departure lined up on taxiways blocking any exits for aircraft in departure position. An aircraft crossed the landing threshold; I then instructed the next aircraft to line up and wait. There was another aircraft four miles in trail on the final approach; and another aircraft on final approach to Runway 35 at the same point as the Runway 30L arrival. I told the landing aircraft to turn right and exit the runway completely without delay in order to allow for the departure to begin takeoff roll before the Runway 35 arrival entered the Arrival Departure Window (ADW).Everything from my perspective and what the capabilities of my equipment were showing; told me that I was going to have approve separation with the Runway 35 arrival. I was later informed that the departure began forward movement before the Runway 35 arrival was in the ADW; however the departing aircraft's speed dropped to zero again before continuing departure roll. This caused a violation with the Runway 35 arrival in the ADW. We have no procedures in place for what to do in this scenario. At one point there was a memorandum that stated since the error already occurred to let the operation continue; instead of trying to reestablish some form of separation. Exiting Runway 30L was not an option; sending the Runway 30L arrival around is a bad option in the best of conditions because at that point if the Runway 35 arrival balks their landing; you have 3 or more aircraft all aiming for the same point of airspace. We have received no official training on what to do in these situations either. But Management continues to play the blame and shame game by telling the controllers that they used poor judgement. But the truth is that going to this configuration in these conditions with the less than adequate spacing is the real danger and poor judgement. It is anxiety inducing and just scary to be forced to work local like this. I am a calm person and don't really get worked up that easily; and I can stay focused and collected through most intense or busy periods; with the exception of this configuration. I find myself physically shaking; when I am made to work this configuration. Not just because I am nervous; but I also have an understanding of the amount of risk involved and have voiced my concern through safety reports and also verbally with Management; TMC; and our local safety council; yet nothing has changed.CRO was identified as a safety risk in the NAS (National Airspace System) and procedures were implemented nationwide to help prevent a midair collision. The data is all there; it only provides us with the small benefit of a handful of extra arrivals per hour. So what would make more sense; a few more arrivals or some airborne/ground delays? I have been through safety and risk mitigation courses both in the military and in the FAA. Using that training; I cannot see the benefit of a few arrivals outweighing the risk of a midair collision over a densely populated urban area. Either the spacing has to be increased or the converging operation needs to cease.

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.