Date: 201204
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Second aircraft: Regional Jet 700 ER/LR (CRJ700)
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Human-Machine Interface
Second reporter function: Supervisor / CIC
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Less Severe
Detector: Automation Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Issued Advisory / Alert; Flight Crew Rejected Takeoff
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was working the Local Control East position; handling aircraft landing Runway YY; and departing Runway XXL. A 20 mile-in-trail; departure restriction for eastbound traffic was in effect. Because of this; Ground Control East was taxiing aircraft affected by this restriction to Runway XXL via taxiways which require crossing Runway XXL at Taxiway 'AAA' with each aircraft. Each crossing is individually coordinated between Ground Control East and Local Control East. The local procedure for this crossing requires Local Control to flip the strip/strip holder over for aircraft that will be held (in position) while a crossing is conducted. This serves as a visual reminder to Local Control that prevents issuing takeoff clearance to an aircraft while an aircraft crosses the runway.Ground Control East had coordinated; and received approval from me to cross Runway XXL behind a departing aircraft. In doing so; I should have flipped the strip for a CRJ2 over in my strip bay. In error; I flipped over the strip for another aircraft; in my bay; leaving the strip for the CRJ2 upright. I subsequently issued Runway XXL departure clearance to the CRJ2; while Ground Control East was issuing taxi instructions to a CRJ7 to cross Runway XXL. I scanned the runway as usual while issuing the departure clearance; and did not observe the CRJ7 moving near Runway XXL. As the CRJ2 began takeoff roll; the AMASS alerted to the conflict. I keyed up to initiate instruction to the CRJ2; but the CRJ2 had already aborted takeoff; and was nearly stopped on the runway.There was much coordination taking place concerning the departure restriction for eastbound aircraft. The Supervisor was coordinating exemptions for some aircraft from the restriction. This; in turn caused additional coordination between myself and Ground Control East; as he was advising me of these aircraft; and sequencing departures. This seems a small thing; but the additional coordination was unnecessary; and may have contributed to the mix-up between the strips; as Ground Control had to re-arrange strips sequenced for departure.


Second narrative: I was the Tower Supervisor; monitoring the East Local position. All positions were staffed. The Controller in Charge position was monitoring Center Local. Just prior to the event; I received a phone call from airport lighting. We had been working with them that morning. I removed my ear piece to hear the caller. While on the phone; I was alerted to the incident when the ASDE alerted; 'Warning Runway XXL occupied'. As I looked up; I saw the CRJ2 on Runway XXL just short of a CRJ7. The CRJ7 was on Runway XXL at Taxiway AAA (in a location where they are usually crossed). Ground East had been staging aircraft that were affected by the in trail restriction. I ended the phone call. I scanned Runway YY final and saw traffic on final. The CRJ7 continued across Runway XXL and the CRJ2 taxied south on Runway XXL. Have Ground Coordinate the runway crossing when it is available and not in advance. It would create more workload for the Ground Controller; but it may prevent confusion with Local Controller due to coordination that is intended for the future. Even though it is only 1 or 2 aircraft away; it is still additional workload on a busy position (Local Control).Have aircraft that need to cross active runway's monitor the Local position and let Local Control cross them. Again; this is additional workload for Local Control; however; if aircraft monitor (as we do on Local Center- with the west runway arrivals) this could prevent a repeat of this incident. One concern I have with this idea is that Local may feel compelled to get points out on some aircraft that need to cross back over the active runway (General Aviation Aircraft parking on East side of airport). I would not want local to pick up those additional duties of taxiing aircraft that; in my opinion; should be/remain on Ground frequency until the runway crossing.


Synopsis: Three pilots and three controllers reported an incident where; due to Controller coordination issue; one air carrier started takeoff roll when another was crossing the runway downfield; resulting in an aborted takeoff.