Narrative:

After assuming the local west 1 position I amended an arriving aircraft's landing clearance to include lahso. We were arriving and departing runway 18R due to extended closure on [runway] 18L. I began to coordinate with ground control for a crossing starting out by saying; 'my aircraft on 4 mile final is lahso'd;' before I could continue with my crossing instructions the ground controller stated 'I don't need lahso to cross an aircraft.' at that point I cleared aircraft X for departure while the lahso'd aircraft was on a 3 mile final. As aircraft X began departure roll local assist noticed that aircraft Y that ground was holding short with began moving; I canceled the take-off clearance and instructed the aircraft to exit the 1st available taxiway with is approximately 1;000 ft from the aircraft's departure point. Aircraft X exited the runway and the landing aircraft Y landed without incident. Aircraft X returned to the runway and departed without further incident.this was a classic case of communication breakdown on both parties. I should have told the ground controller to 'hold short' and he should have verified my intent for him to cross. In the future I will ensure all my instructions to any other cpc at concise and specific. In addition the fact that we were having to hit holes when there were 3 other available runways for arrivals added to the complexity of the operations. Even with [converging runway operations] cro in effect on runway 13R; the number of arrivals to the departure runway outnumbered the arrivals to [runway] 13R. Runway utilization was a contributing factor. Yes we have all performed the operation multiple times; but that doesn't make it the safest or most prudent.

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Original NASA ASRS Text

Title: DFW Local Control attempts coordination for a LAHSO aircraft; when Ground Control advises Local; that he doesn't need this information. Local clears aircraft for takeoff; then observes Ground crossing traffic without approval. Local cancels takeoff clearance of departing aircraft.

Narrative: After assuming the Local West 1 position I amended an arriving aircraft's landing clearance to include LAHSO. We were arriving and departing Runway 18R due to extended closure on [Runway] 18L. I began to coordinate with Ground Control for a crossing starting out by saying; 'my aircraft on 4 mile final is LAHSO'd;' before I could continue with my crossing instructions the Ground Controller stated 'I don't need LAHSO to cross an aircraft.' At that point I cleared Aircraft X for departure while the LAHSO'd aircraft was on a 3 mile final. As Aircraft X began departure roll Local Assist noticed that Aircraft Y that Ground was holding short with began moving; I canceled the take-off clearance and instructed the aircraft to exit the 1st available taxiway with is approximately 1;000 FT from the aircraft's departure point. Aircraft X exited the runway and the landing Aircraft Y landed without incident. Aircraft X returned to the runway and departed without further incident.This was a classic case of communication breakdown on both parties. I should have told the Ground Controller to 'hold short' and he should have verified my intent for him to cross. In the future I will ensure all my instructions to any other CPC at concise and specific. In addition the fact that we were having to hit holes when there were 3 other available runways for arrivals added to the complexity of the operations. Even with [Converging Runway Operations] CRO in effect on Runway 13R; the number of arrivals to the departure runway outnumbered the arrivals to [Runway] 13R. Runway utilization was a contributing factor. Yes we have all performed the operation multiple times; but that doesn't make it the safest or most prudent.

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.