The Keflavík Airport land use plan 2012-2030
Goals and emphasis of the planning work
June 2012
The Keflavik Airport land use plan 2012-2030
Goals and emphasis of the planning work
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November 2012
Nr. publication.
1
Date
15.11.2012
Done by
Reviewed by
Approved
SDJ/SGT
SGT
SGT
1
The Keflavik Airport land use plan 2012-2030
Goals and emphasis of the planning work
Contents
1
Goals and emphasis
3
2
Phases of the planning work
3
3
Presumptions
4
4
Runways
7
4.1
Planning proposals
7
5
Flight service area
8
5.1
Planning proposals
8
6
Air traffic safety
9
6.1
Planning proposals
9
7
Security zone
10
7.1
Planning proposal
10
8
Commercial area
11
8.1
Planning proposals
11
9
Transportation and distribution systems
12
9.1
Planning proposals
12
2
The Keflavik Airport land use plan 2012-2030
Goals and emphasis of the planning work
1
Goals and emphasis
Defining main goals and emphasis of the planning work is part of the revision
of the land use plan of Keflavik Airport. The planning area divides into flight
service area (A) and security zone (B).
Over the past months, the project group of the land use plan has collected
various data and made revision of subjects, which are seen important for the
vested interest and the development of the airport. Emphasis was on needs
analysis for the airport in terms of its diverse operation and the development
of the main influencing factors for growth in air traffic in Iceland. Runways,
terminals, flight services, safety of air traffic, transport and distribution
systems and the security area were part of the analysis. Based on this
analysis various ways have been looked upon on how the requirements and
need of the airport can be full filled. This report releases the main outcome of
the analysis, discussions of the alternatives and reveals suggestions and the
emphasis which the ongoing planning work will follow.
The aim of the report is to inform stakeholders, consultation bodies,
municipalities and the operators of the airport. The purpose is to introduce
the main presumptions, recommendation of the project group on land use
and the emphasis of the ongoing planning work. It is important to get opinion
and discussions about the proposed material early in the planning process,
before going further.
2
Presentation
June 2011
Needs analysis
Comparison of
alternatives
Mai 2012
Presentation
Goals and emphasis of
the planning work
June 2012
Presentation
Draft of the land use
plan
Jan 2013
Presentation
The land use plan
Apr 2013
Ratification of the land
use plan
Oct 2013
Phases of the planning work
The project group of the land use plan of Keflavik Airport 2012-2030 works
according to the timetable presented in fig. 1.
Project description and
scoping report
Figure 1
The main phases of the planning work.
3
The Keflavik Airport land use plan 2012-2030
Goals and emphasis of the planning work
3
Presumptions
The presumptions of the revision of the land use plan are presented in the
project description that was approved by the National Planning Agency. The
current land use plan, use and capacity of runways, flight movements and
prediction on number of passengers until 2030 are regarded when shaping
the propositions of the plan.
The land use plan considers public safety zones for all runways.
Furthermore, the plan states for an extension of the terminal.
In the year 2007 the capacity of runways of Keflavik Airport was assessed by
the BBA. The outcome showed that according to the current runway system
the capacity is 30 movements / hour (fig. 3). Flight movements are both takeoffs and landings. In the year 2010 most movements were 18 / hour. Several
actions can be taken to increase the capacity to 40 movements per hour.
According to forecast of increasing air traffic, maximum capacity of runways
will be attained in the year 2030. Before that happens, design, preparation
and building of a new runway have to begin.
45
40
Movements
Most movements per hour
35
Movement predictions
30
25
Current capacity of
airstrips
20
Capacity with
improvements
15
10
Maximum capacity
5
0
2006
Figure 3
Figure 2
Runways, airport area (A), security area (B) and the terminal (red)
according to current land use plan 2005-2025.
The current land use plan of Keflavik Airport states for new runways, which
are a new SW-NA runway and a NW-SA runway (colored light blue on fig. 2).
2010
2015
2020
2025
2030
The capacity of runways as movements per hour.
Source; BAA Traffic forecast (2007)
The runways in current use, are 02/20 and 11/29 (fig. 2). In the year 2011,
63% of all air traffic passed through 02/20 and 37% through the 11/29 (fig.
4).
4
The Keflavik Airport land use plan 2012-2030
Goals and emphasis of the planning work
3.000
Landings
2.500
Runways
13%
24%
02
11
20
29
Number of movements
33%
2.000
Take offs
1.500
1.000
500
0
30%
The weight of the flight movements of international air traffic over the period
of 2006-2011 have three different stress points i.e. mornings, afternoons and
evenings (fig. 5). The flight movements are divided into landings and takeoffs and the stress points fall into similar period (fig. 5). The highest stress
point is during the summer (fig. 6).
Number of passengers passing through Keflavik Airport has steadily
increased since 1985. Still, there are three exceptions, all relating to the state
of the economy. As a response to the increasing number of passengers
traveling through the airport, the terminal has several times been enlarged
(fig. 7).
In 2011 approximately 2.3 million passengers passed through Keflavik
Airport. The prediction for the future number of passengers is based on (1) a
linear increase and on (2) a 5% growth per year. By the end of the plan, in
2030, the number of passengers passing through the airport may be
between 3-6 million/year (fig. 7). To be able to meet this increase, it is
necessary to enlarge the terminal and add gates.
Figure 5 Flight movements per 24 hours over the period 2006-2011
1.200
Number of movements
Figure 4 The use of current runways in 2011
1.000
800
600
400
200
0
Figure 6 Flight movements (take offs and landings) per 24 hours over the period June
August 2011.
5
The Keflavik Airport land use plan 2012-2030
Goals and emphasis of the planning work
Figure 7
Development and predictions on number of passengers passing through Keflavik Airport.
6
The Keflavik Airport land use plan 2012-2030
Goals and emphasis of the planning work
4
Runways
4.1
Planning proposals
Changes will be made for the runways system of the airport. Instead of
having runways on the northwest side of the terminal, there will be a new
north-south runway, changes on 07/25 runway, which will be moved
southwest, and changes of the location of the NW-SA runway. The main
preconditions for this proposal are:
►
New N-S runway will increase the capacity of the runway system more
than other runways. It doubles the capacity of the airport.
►
New N-S runway will support the stress points for the operating
companies.
►
The runways are well suited for the current taxiways.
►
The runways comply with the plan to move air traffic away from inhabited
areas. It will directly affect the level of noise pollution from air traffic.
►
New N-S runway fits well to location of the main terminal of Leifur
Eiríksson (FLE).
►
The location of runways’ public safety zones changes, which creates
opportunities for development north of the airport area.
►
The 07/25 and the NW-SA runway will further enhance the efficiency and
utilization of the airport.
The emphasis of the planning work
The planning work will state the most preferable location of a new N-S
runway, considering taxi distances, safety zones, impact on the security zone
(B), flight approach charts, weather, efficiency and environmental issues e.g.
noise pollution of air traffic.
Furthermore, the location of runways may result in alteration of the planning
area for Keflavik Airport (A) and the security zone (B).
Figure 8
Proposal for location of runways
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The Keflavik Airport land use plan 2012-2030
Goals and emphasis of the planning work
5
Flight service area
5.1
Planning proposals
The proposal assumes that the main terminal for international flights (FLE)
will be at its current location, i.e. in the northern part of the airport area. The
proposal states that the terminal will be expanded. At first it will be extended
eastward, but the area is limited by the 02/20 runway. Therefore, future
extensions of the terminal must be directed to the west. According to future
extension of the terminal towards west, an area will be defined, where
present buildings will be defined as yielding. The main emphasis of the flight
service will be on passenger flights. Other types of flight services not
subjected to the terminal will be located on Háaleiti (fig. 9).
The main preconditions for this proposal are:
►
Feasibility in building and extending the terminal of Leifur Eiríksson (FLE).
►
Clear boundaries between airside (limited access) and landside (area
with no access limitations) activities.
►
Utilization of current ramp area, aprons, hangars and buildings.
►
Generate necessary and potential land space for the development of the
terminal and other flight services.
The emphasis of the planning work
The planning work will define area for extension of the terminal and define
what buildings will be yielding in the land use planning. The land use plan will
define the flight service area to accommodate changes and the development
in the operation of the airport, e.g. cargo transportation, domestic flights, fuel
services, maintenance and other types of services for international airport.
In the making of the land use proposal the emphasis will be placed on: the
size of the area needed for the development of terminal and airport, access
to flight service areas and connections between them, the influence terminal
buildings will have on radars and public safety zones for runways.
Figure 9
Proposals for location of flight service areas (orange)
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The Keflavik Airport land use plan 2012-2030
Goals and emphasis of the planning work
6
Air traffic safety
6.1
Planning proposals
The location, size and terms for the public safety zones of runways is to be
decided according to demands set for international airports according to
ICAO’s document nr. 15. These zones will be defined in the planning rules
for the Keflavik Airport according to Icelandic regulations.
In the planning work the public safety zones, the APZ (accident potential
zones) and its terms will be displayed.
The emphasis will be on ensuring that Keflavik Airport will always be able to
fulfill requirements of an international airport and promoting safety for the
surrounding areas. For that safety zones will be defined and to ensure the
functionality of the radar and the weather radar.
The emphasis of the planning work
The planning work will define the public safety zones for the new runway
02/20 and changes in 07/25. The safety zones of future runways according
to current land use plan will be discontinued. Emphasis will be on
demonstrating the limitations and terms new runways will put on the
surrounding land use and the development within the flight service area (A)
and the security zone (B), see fig. 10.
Figure 10
Proposals of public safety zones for runways.
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The Keflavik Airport land use plan 2012-2030
Goals and emphasis of the planning work
7
Security zone
7.1
Planning proposal
The proposal aims at securing the interests inherent with the security and
defense area. At the same time, the proposals allows for the airport to use
area within the security zone (B). The result can be the enlargement of the
flight service area (A).
The emphasis of the planning work
The emphasis of the planning work will be on enhancing the utilization of the
planning area. The planning will define important areas for Icelandic security
and defense obligations and for the operation of the Icelandic Coast Guard.
Furthermore, new areas which possibly can be exploited for flight service
operations e.g. runways will be defined.
The land use plan will state the access to the flight service area and the
safety zone, considering: security, feasibility of security gates and its location
in terms of access to the commercial area of the airport.
Figure 11
The airport fence (purple) and land use within the security zone (B).
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The Keflavik Airport land use plan 2012-2030
Goals and emphasis of the planning work
8
Commercial area
8.1
Planning proposals
The proposal states to define areas for the flight services and aviation, and
commercial areas. With changes in the location of runways, land becomes
available for development. The proposal for commercial areas is to locate it
in the northern part of the airport planning area.
The main preconditions for the proposals are:
►
Define the area necessary for Keflavik Airport for the development of
flight and aviation services.
►
Define the area for commercial services. By doing so, it is made clear
which area within the boundaries of Keflavik Airport can be part of the
collective development area according to the regional plan of Suðurnes
2008-2024.
►
To utilize areas, that will no longer be within public safety zones of
runways.
The emphasis of the planning work
The emphasis of the planning work will be on defining new boundaries
between flight and aviation services and commercial services, considering:
the operation and the development of the flight service area, safety zones,
potential need for land space, and access and distribution systems.
In parallel, the planning work will propose new boundaries between airside
(limited access) and landside (area with no access limitations) activities
within in the planning area of Keflavik Airport.
Figure 12
The land use at Keflavik Airport.
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The Keflavik Airport land use plan 2012-2030
Goals and emphasis of the planning work
9
Transportation and distribution systems
9.1
Planning proposals
The proposal states that changes will be made to the access of the Keflavik
Airport, especially regarding connections to the north side of the airport area
including the main terminal. A one way, circle connection to and from the
airport terminal is suggested (fig. 13).
Within the airport area a proposal is for fast, efficient and safe connection
between the terminal area (FLE) and Háaleiti area. Furthermore, connection
will be planned between the airport area and the future collective
development area north of the airport area, along with walking and bicycle
trails back and forth from Keflavik Airport.
The preconditions for the proposals are:
►
Ensure improved accessibility to and from the airport/terminal by having
separate transportation ways for arrival and departure. Currently there is
a possibility that the access to the terminal gets blocked following an
accident on the access road.
►
To improve traffic safety with circle connection. It reduces the need for
intersection and opposite driving directions in the area.
►
To implement a diverse way of travel.
The emphasis of the planning work
Emphasis will be on finding the best solution for the circle connection on
Reykjanesbraut in close cooperation with the Public Roads Administration
and the municipalities of Garður, Reykjanesbær and Sandgerðisbær. The
assessment of the proposition will look upon the traffic safety, capacity, the
impact on traffic travelling through the roundabout at Rósaselsvötn, the land
which will go under new road and the opportunities and limitations it possibly
can have on the development on the north side of the airport area.
Figure 13
The proposal for access and connections.
12