1. travel
2. transports
3. air travel
4. airports

DESIGN CONTEST NO: 15738
MASTERPLAN
KEFLAVIK INTERNATIONAL AIRPORT
ID: 89046
KEFLAVIK MASTERPLAN
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89046
KEFLAVIK MASTERPLAN
TABLE OF CONTENT
- MASTERPLAN
- LAND-USE PLAN
- TERMINAL PLAN
- ENVIROMENTAL PLAN
- MASTERPLAN PROCESS AND METHODOLOGY
- PROJECT IMPLEMENTATION & TIMESCHEDULE
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KEFLAVIK MASTERPLAN
PROPOSAL: 89046
Keflavik International Airport with airport city, from north
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89046
KEFLAVIK MASTERPLAN
KEFLAVIK MASTERPLAN
The proposed masterplan seeks to form a robust and
flexible framework that will ensure a long lasting and
meaningful future development of the airport until
2040.
Based on our analyzes and the competition material,
we suggest a development that optimizes the use of
the existing facilities, runways, building mass etc. while
minimizing the operational disturbances during construction. In this way, it is ensured that the project is in
accordance with the goals of Isavia.
The airport’s role as a hub between two continents
is unique and sets standards and requirements to
the future development. Increasing traffic, peak demands and future changes needs to be adhered to by
a scheme that is open for alternative developments
and flexible for unforeseen needs.
89046
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KEFLAVIK MASTERPLAN
LEGEND
LLZ02L
AIRPORT BOUNDARY
AIRSIDE/LANDSIDE BORDER
PROTECTED LANDSIDE
BUILDINGS
AIRPORT CITY
20
R
GP20R
RAIL
P
P
GSE
GSE
FUEL STORAGE
REMOTE
STANDS
REMOTE
STANDS
ICELANDAIR
HANGAR
LLZ02R
CATERING
20
L
DE-ICE
EAST
DE-ICE
WEST
CARGO
GP20L
GP29
GP11
LLZ11
LLZ29
29
11
MILITARY AREA
PROTECTED
LANDSIDE
HANGAR
GP20L
ATC TOWER
COMPLEX
02
L
GR OUN D HANDLING
WORKSHOP
FACILITY MANAGEMENT
VEHICLE STORAGE & MAINTENANCE
R E LOCATE D
FUE L FACILITY
ICELANDIC COAST GUARD
GA
LLZ20R
Àsbrù
GP02R
02
R
LLZ20L
LAND- USE PLAN
LAND-USE PLAN
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KEFLAVIK MASTERPLAN
LAND USE DEVELOPMENT
Terminal area
The suitability of the existing Terminal area has been
analyzed with regard to location, access, potential for
long term development, flexibility, cost and operations
during construction work. It has been found to be very
suitable for future development. It has been deemed
unnecessary to study the implications of an entirely
new Terminal location.
Access roads
The Reykjanesbraut is maintained as the main access road for the Passenger Terminal. In addition, it is
proposed to establish a supplementary access route
branching off earlier, for instance at Àsbrù, for service
vehicles, goods and waste transportation. The road
will need to be upgraded concerning standard. This
route may also be used as an alternative route for accessing the Terminal, in case of incidents at the main
access.
Rail connection
A reservation for the rail line to the airport is proposed
at the south-west side of Reykjanesbraut. The line will
go into a cut towards the north side of the extended
Terminal. The rail station is proposed on a level below
the lower traffic forecourt, between the Terminal and
the traffic forecourt. Passengers are bridged over the
station. The line is planned to be double tracked within the airport area.
UTILITY VEHICLES
DIAGRAM 1: The main traffic infrastructure to the
competition area.
In the event of the Terminal and rail are constructed at
different stages, adequate measures should be taken
to secure the construction of the rail.
Traffic forecourt
The traffic forecourt is recommended constructed with two levels, with the upper level on a bridge
construction. The upper level will be for departing
passengers, while the lower level will be for arriving
passengers. For Terminals reaching 8-10 MPPA in a
foreseeable future, a vertical split of Landside traffic
of departures and arrivals is recommended. This is to
avoid having long distances of by-passing and crossing of other vehicles. To avoid vehicular and pedestrian conflicts it is important to establish crosswalks and
the two level forecourt provides less complications in
that respect.
Construction of a new 2-level forecourt along the
north façade will incur the least operational constraints to the existing Terminal during construction.
Extending or copying the present forecourt layout on
the eastern and western side of the Terminal, is not
recommended. This is due to operational constraints
during construction and it will in the future reduce the
expandability of the Terminal.
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LAND-USE PLAN
KEFLAVIK MASTERPLAN
LEGEND
AIRPORT BOUNDARY
AIRSIDE/LANDSIDE BORDER
PROTECTED LANDSIDE
AIRPORT CITY
LONG TERM PARKING
SHORT/MEDIUM TIME PARKING
STAFF PARKING
RAIL LINK
AIRPORT PARK
PASSENGER TERMINAL
AIRCRAFT STANDS
REMOTE STANDS
AIRCRAFT MAINTANANCE
AIRPORT RESCUE AND FIRE FIGHTING
CATERING
CARGO HANDLING
LLZ02L
20
R
GP20R
P
FUEL STORAGE
AIR TRAFFIC CONTROL
GROUND HANDLING WORKSHOP
FACILITY MANAGEMENT
VEHICLE STORAGE & MAINTENANCE
ICELANDIC COAST GUARD
GA
P
GSE
GSE
FUEL STORAGE
REMOTE
STANDS
REMOTE
STANDS
ICELANDAIR
HANGAR
LLZ02R
opt. mars
mars
CATERING
20
L
DE-ICE
EAST
DE-ICE
WEST
CARGO
GP20L
GP29
GP11
LLZ11
LLZ29
29
11
MILITARY AREA
ATC TOWER
COMPLEX
HANGAR
PROTECTED
LANDSIDE
GP20L
02
L
R E LOCATE D
FUE L FACILITY
GR OUND HANDLING
WORKSHOP
LLZ20R
GP02R
02
R
LLZ20L
ZONING PLAN
LAND-USE PLAN
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KEFLAVIK MASTERPLAN
Generally, private cars should be restricted to short
drop-off stops at departures level of the traffic forecourt. Arrivals pick-up and short term parking for
departures is recommended routed to parts of the
parking area to the north of the Terminal, in order to
reduce the traffic on the forecourt.
Taxis and busses enter the traffic forecourt on the
appropriate level, and circulation from one level to the
other is served by a loop road.
Parking
The short- and medium-time parking is recommended located inside the traffic loop. This can be on
ground parking or multistory car parks.
Long-term parking and staff parking will be located
east of the traffic loop.
The number of parking spaces can be provided according to requirements up to 2040, and beyond.
A dedicated area in the multistory car park will be for
rental cars, and related facilities.
Airport city
The area west and north of the access road is recommended to be reserved for business purposes.
This may be airport related businesses such as hotels,
offices for operators at the airport, or businesses that
will benefit from the close proximity to the airport ,
such as a conference center, exhibition center, businesses relying on overseas connections or tourist and
leisure adventure center.
- new runways and taxiways
- existing runways and taxiways
- non active existing runways and taxiways
The airport city can be a future revenue-generating
project for the benefit of the airport and the Reykjavik
region.
DIAGRAM 2: Drawing showing the existing runways and
taxiways toghether with purposed new runways and
taxiways.
Cargo, ground handling and catering
Future developments of cargo handling, base for
ground handling and catering are proposed to be
relocated to the east side of the runway 02/20. This
gives short transport distances to the Terminal while
freeing ample space around the Terminal and its
access route for future development of passenger
traffic related activity and business development.
Equipment parking for ground handling is additionally
proposed north of the north apron.
Future catering and cargo facilities are proposed located along TWY N-3.
Aircraft maintenance
The existing Icelandair hangar is proposed to continue
its operation at the existing site, for as long as needed.
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LAND-USE PLAN
KEFLAVIK MASTERPLAN
LEGEND
LLZ02L
AIRPORT BOUNDARY
AIRSIDE/LANDSIDE BORDER
PROTECTED LANDSIDE
20
R
GP20R
P
P
GSE
GSE
FUEL STORAGE
REMOTE
STANDS
REMOTE
STANDS
ICELANDAIR
HANGAR
LLZ02R
opt. mars
mars
CATERING
20
L
DE-ICE
EAST
DE-ICE
WEST
CARGO
GP20L
GP29
GP11
LLZ11
LLZ29
29
11
MILITARY AREA
ATC TOWER
COMPLEX
HANGAR
PROTECTED
LANDSIDE
GP20L
02
L
R E LOCATE D
FUE L FACILITY
GR OUND HANDLING
WORKSHOP
LLZ20R
GP02R
02
R
LLZ20L
RUNWAY AND TAXIWAY PLAN
LAND-USE PLAN
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KEFLAVIK MASTERPLAN
Future development of aircraft maintenance is proposed to be relocated to the apron east where there
is more space for development and a better Landside connection. This will require construction of new
building facilities.
It is appreciated that existing facilities at the east
apron and the ground handling area need upgrading,
if re-used, but there is adequate space for new developments in the area.
AIRFIELD
Runways
1000 M
A future runway parallel to RWY 02/20 (designated as
02L/20R) is proposed west of the Terminal at a separation of around 2.000 m to the existing RWY providing the ability to perform independent parallel operations. The new RWY is proposed as a Code 4E RWY
with a length around 3.000 m subject to Icelandair’s
fleet plan for new wide-body aircraft. For planning
purpose the geometric layout shall allow for Code F
aircraft.
The primary mode of operation of the parallel RWY
system is proposed as segregated mode and the
staggering shall be optimized in order to minimize
taxi times and fuel consumption during taxiing. One
option for improving this will be to claim further land
at the north end of the new RWY. This could be either
as an acquisition or as a land swap. The additional land
should then allow for a location of the new RWY 500 –
1 000 m further to the north compared to a new RWY
fully inside the existing land lot.
In addition to rectangular exits provided by the crossing of RWY 11/29 and existing TWYs K-3, exits are
proposed at both ends. Further two RETs are proposed for landings on 20R around 1.750 m and 2.250
m from the threshold.
DIAGRAM 3: Drawing showing a optinal position of a new
runway to the vest of the terminal.
In order to reduce the RWY occupancy time and expand the capacity of the existing RWY 02/20 (in the
future designated 02R/20L) it is proposed to construct one or two RETs around 1 750 m and 2 250 m
from threshold 02. Alternatively the TWY K-1 may
serve the purpose for the 2 250 m RET.
Further exits will be discussed with the stakeholders
during the Masterplan process e.g. RETs for landings in
direction 20 on the existing RWY until the new RWY is
operational or for landings in direction 02 on the new
RWY.
Taxiways
The new RWY is proposed served by a new full-length
parallel taxiway on the eastern side of the runway. The
existing and the new runway will be linked east-west
with the passenger Terminal area and the existing
maintenance area by two parallel taxiways. The exist89046
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LAND-USE PLAN
KEFLAVIK MASTERPLAN
LAND-USE PLAN
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KEFLAVIK MASTERPLAN
ing TWY N4 and TWY N5 will be included as part of the
taxiway link.
From the east-west taxiway link two TWYs will connect to the aprons on the west side of the passenger
Terminal and two TWYs will connect to the aprons on
the east side of the passenger Terminal.
Existing TWY S3 and G-2 will be replaced by a new
taxiway linking directly to the southern extremity of
the new runway in order to minimize conflicts with the
new ILS equipment for the runway.
Apron
The proposed apron layout has the capacity of 12
Code E stands and 20 Code C stands as estimated
by Leigh Fisher for 2040. The provided layout has
the ability to serve all the required stands as contact
stands fitted with air bridges. In addition to the 2040
requirement remote aircraft positions are proposed
for further capacity if needed.
10 Code C stands are proposed on the north side of
the north pier distributed on the east and west wing.
The east wing stands are served by an aircraft stand
taxilane around the east end of the north pier; while
the west wing stands are served by an aircraft stand
taxilane around the west end of the north pier.
9 Code E stands are proposed on the south side of
the north pier. Space will be available for one additional Code E stand if the option to move the connector
between north pier and south pier underground is
chosen.
Between the stands on the north pier and the south
pier a full Code E taxiway is proposed to cater for a
situation where the connector is moved underground
and a drive through option on the taxiway appears.
- demolished buildings
DIAGRAM 4: Drawing showing the buildings that are
proposed demolished in the late stages of the masterplan.
A maximum of 15 aircraft can be parked around the
south pier when the two proposed MARS serve Code
C aircraft (13 Code C + 2 Code E). If the two MARS
serve Code E aircraft the apron holds 9 Code C and 4
Code E aircraft.
De-icing/anti-icing
For environmental and operational reasons it is recommended to move the de-icing/anti-icing away
from the apron areas. With a new parallel RWY in operation it is proposed to have two de-icing platforms
available; one close to TWY E-4 and one in the area
where TWY K-3 crosses the parallel TWY for the new
runway.
By operating on designated de-icing/anti-icing platforms collection and recycling of fluid run off will be
achievable. Further operational benefits in terms of of
reduced stand occupation time, shorter taxi distances
from application to take-off and improved efficiency
89046
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LAND-USE PLAN
KEFLAVIK MASTERPLAN
LLZ02L
20
R
GP20R
P
P
GSE
GSE
FUEL STORAGE
REMOTE
STANDS
REMOTE
STANDS
LLZ02R
ICELANDAIR
HANGAR
CATERING
20
L
DE-ICE
EAST
DE-ICE
WEST
CARGO
GP20L
GP29
GP11
29
11
GP20L
ATC TOWER
COMPLEX
02
L
GR OUN D HAND
WORKSHOP
FACILITY MANAGEM
VEHICLE STORAGE & MAIN
D
TY
ICELANDIC COAST GUARD
GA
LLZ20R
LAND-USE PLAN, TERMINAL PLAN
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KEFLAVIK MASTERPLAN
of the equipment will be obtained.
New Cargo facilities
The eastern de-icing platform will be used for take
offs from the existing RWY 02/20 and RWY 29. The
western de-icing platform will be used for take offs
from the new RWY and RWY 11.
A new Air Cargo Facility is proposed in the northeast
area adjacent to the existing TWY N-3. The layout includes an aircraft parking area for simultaneous parking of up to 3 Code E aircraft, a building footprint for an
80 m deep Cargo Terminal and a 80 m deep Landside
vehicle loading, circulation and lineup area. The Cargo
Terminal building will be situated on the Airside/Landside border.
Airfield Fire & Rescue station
The existing location of the airfield fire and rescue
station in the eastern part of the airport will not be
able to satisfy the required response times for the
new runway. During development of the Masterplan
a number of options to meet ICAO requirements will
be analyzed including a new central main station and a
satellite station in addition to the existing station. The
analysis will include considerations regarding final location of the new RWY ends, existing and new equipment, short and long term CAPEX and OPEX costs.
The layout is proposed for a staged construction. A
Cargo Terminal building having a length of 225 m provides a footprint of 18 000 m² and is expected to have
an annual capacity of around 90.000 tons of cargo as
indicated for the High case scenario of Leigh Fisher
forecast.
The Landside vehicle circulation will have access directly from the primary road network without mixing
cargo trucks with the passenger traffic in the passenger Terminal area.
ATC Tower
Aircraft Maintenance
The existing ATC Tower in the east area will not be able
to meet ICAO/FAA visibility requirements regarding
the new runway. In order to provide sufficient visibility
of all six RWY ends, the taxiway system and the aprons
it is proposed to locate a new ATC tower close to the
midline between the two parallel RWYs and around
400 m south of RWY 11/29. At this location it is expected that an eye level of the controllers in the VCR
around 45 m above ground will meet the ICAO visibility requirements regarding the RWYs. The new ATC
tower is expected to have a total height of around 50
m above ground level. Task division between approach
control, ground control and apron control, direct visibility of aprons vs CCTV is considered as part of the
Masterplan process.
Aircraft Maintenance is usually provided by airlines or
third party providers. It is expected that maintenance
requiring hangar facilities in a foreseeable future will
be performed in KEF for Icelandair’s fleet and probably
one or two other carriers with aircraft based in KEF.
For competitive reasons and due to the relatively high
cost of labor in Iceland, it is not expected that aircraft
maintenance in KEF will develop beyond maintenance
of aircraft based in KEF.
Two hangars for up to 3 Code E aircraft (or 6 Code C
aircraft), an aircraft parking area, a taxiway and workshops are expected to require a land area of around
12.000 m² e.g. 300 x 400 m².
The northern part of the East Apron has approximately this size and is found to have an excellent location
regarding Airside and Landside access. Further it is
expected to be feasible and beneficial from an economic and environmental point of view to reuse parts
of the existing East Apron.
Fuel supply
The issue of fuel supply has not been investigated in
detail at this point; however the military fuel facility
currently located just north of the western end of
TWY S-3 is expected for safety reasons to require
relocation. It is not normal practice to locate fuel storage facilities closer than 400 m from a runway center
line including approach and departure surfaces. A new
location has been proposed around 1.000 m southwest of the existing location.
A Landside staff parking area of say 5 000 m² (app.
200 parking spaces) will be needed and access can be
provided directly from the primary road network without mixing maintenance related road traffic with the
passenger traffic in the passenger Terminal area.
The existing civil fuel storage facility will also be located closer to the new runway than 400 m. A detailed
safety study will be undertaken during the master plan
stage to determine the optimal future location for the
civil fuel storage facility.
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LAND-USE PLAN
KEFLAVIK MASTERPLAN
TERMINAL PLAN
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KEFLAVIK MASTERPLAN
a longer curbside for drop-off and pick-up.
PASSENGER TERMINAL DEVELOPMENT
The expansion can be designed with a light connection to the existing Terminal, respecting the architectural qualities, and minimizing the need of re-construction of the existing building. The light connection
between the new and existing buildings is proposed to
be used as a transition zone, giving the possibility of
increasing the floor to floor height in the new part, to
accommodate for technical infrastructure and baggage conveyed from check-in in the new to the sorting in the existing building.
Existing north building
The existing Terminal has been developed in multiple phases during the last three decades. The north
building and south building have two main passenger
levels. The connection between the two parts has one
passenger level.
The Terminal has approximately 61 000m² floor area,
including the ongoing construction, a relative large
area compared to the yearly passenger throughput, but not sufficient to meet the forecasted traffic
peaks. The Terminal already operates on the limit of its
capacity.
The new part is recommended with a clear zoning of
functions, enabling future expansion towards east
and west, securing future needs of changed modes
of check-in. security control and increased traffic volumes beyond 2040.
The significant traffic pattern of Keflavik must be
acknowledged, giving high peak numbers, shifts between Schengen and non-Schengen traffic, requiring
highly flexible solutions.
Re-modelling of existing north building
After construction of the new expansion, check-in,
baggage reclaim and security will be removed from
the existing building. The space left empty will provide
expansion possibilities for commercial activities and
baggage handling.
Proposed development
The expansion area for commercial areas and BHS is
sufficient to serve the requirements beyond 8MPPA.
This gives the needed flexibility of unforeseen future
requirements in a not easily expandable area.
The Terminal plan proposal is based on easy orientation, intuitive way finding, and minimum of directionand level-changes.
Future development of the Terminal is proposed with
an expansion of the north building to the north, a new
north pier, an extension of the south building to become a south pier, and an option for development of
the connection between the north and south buildings.
Maximizing the commercial area in the central area
close to the north pier with its many gates, will help
generating commercial revenue.
The strategy is to maximize the Commercial area,
both on the departures level and on the arrivals level,
with flow-through shopping areas in the main passenger flow.
A number of options have been considered, but the
recommendation is to make efficient use of the resources and qualities represented by the existing
building, by expanding the floor areas and slightly
re-organizing the logistics. Expansion of the existing
Terminal within an operational airport has been found
feasible and the proposed lay out will provide a solution with limited operational constraints during construction.
The 1987 Terminal will construction-wise remain
unchanged, while the south expansion completed in
2007 will be subject to re-fitting of new vertical movements, border-control and improved transfer facilities.
The roof will need to be raised and a new floor fitted in.
The expansion of the north building to the north will
be constructed as a Landside building site, which
greatly simplifies the building process. The area is
today a sculptural park with water, but also including
some traffic forecourt functions, which needs to be
replaced.
The expansion will contain two main floors for passengers and have a possibility for a secondary mezzanine.
The ground floor contains a new baggage reclaim
hall, customs various services and a Landside arrivals hall. The first floor will have all future check-in and
bag-drop facilities and the central security check. The
connection to the Landside is based on a double level
traffic forecourt, with departures on the top level and
arrivals at the ground level. This eliminates one vertical movement for departing passengers and provides
89046
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TERMINAL PLAN
KEFLAVIK MASTERPLAN
ARRIVAL HALL
CUSTOM / SERVICE AREA
BAGGAGE CLAIM
DUTY FREE ON ARRIVAL
BAGGAGE HANDLING
BUS LOUNGES
HANDLING AREA
HANDLING AREA
SECURITY
ARRIVAL NON-SCHENGEN
%DVHPHQWǍRRU
PIER SOUTH - NON SCHENGEN
BUS LOUNGE
NON SCHENGEN
BUS LOUNGE
ARRIVAL NON-SCHENGEN
TERMINAL PLAN
LEVEL 1 / GROUND LEVEL
TERMINAL PLAN
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KEFLAVIK MASTERPLAN
New north pier
Development of the north pier will be a balance between minimizing investments and maximizing flexibility.
The presented pier proposal is based on maximizing
opportunities, now, and in the future.
The north pier is proposed connected to the east and
west side of the 2007 north building extension. This
leaves operational aircraft parking largely undisturbed
during construction periods and adequate spacing for
future push-back and maneuvering of code E aircraft
between the north pier and the south pier, and space
for snow removal.
D
D
The north pier is proposed with two passenger levels.
The main option is to have Schengen departing and
arriving on the first floor, and non-Schengen departing and arriving (secure OSS) passengers on second
floor. This gives a flexible solution for status change
of aircraft between Schengen and non-Schengen (secure) flights to be handled at the same gates, without
towing (option A).
D
D
E
E
D
D
E
E
D
C
E
E
C
BUSS
GE
LOUN
C
E
E
E
E
C
C
E
2015: AIRCRAFT STANDS
Another option is possible, with full floors for Schengen (departures and arrivals) and non-Schengen (departures) and a mezzanine for arriving non-Schengen,
allowing for handling both secure and non-secure
flights at Pier north. This requires approximately 10
000m² additional floor areas, and more complex vertical solutions. This option has not been developed
further, but is possible (option C).
C
2025
All above mentioned options are found feasible within
the proposed pier footprint.
C
C
C
C
C
E
Connection between the north building and the south
building
The existing connection corridor mix arriving and
departing Schengen and non-Schengen passengers, and also have gate lounges. Arriving unclean
passengers are security checked before entering the
connecting corridor to the north building. This is an
operationally costly and gives a less passenger friendly
process.
E
E
E
E
E
E
C
E
C
C
BUSS
GE
LOUN
E
C
C
E
C
C
E
C
C
NEW REMOTE STANDS
C
E
C
C
REMOTE STANDS
There are several options for dealing with the requirement of the separation of clean and unclean passengers, either keeping the existing solution for the south
building, accepting the additional security screening,
or separating arriving and departing passengers by
constructing a new corridor besides or on top of the
existing. In these last options, the arriving unclean
passengers will descend to the ground floor before
reaching the north pier.
89046
NEW REMOTE STANDS
D
REMOTE STANDS
An optional solution will be possible, with the second
floor only in the central part of the Pier. This will reduce
the required floor area with approximately 10 000m²
in the 2040 phase, but gives reduced flexibility, by
having closed waiting areas at gates, which frequently
changes in status, serving alternately Schengen and
non-Schengen flights (option B).
2025: AIRCRAFT STANDS
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TERMINAL PLAN
KEFLAVIK MASTERPLAN
CHECK-IN HALL
SERVICE AREA
CENTRAL SECURITY
SAGA LOUNGE
COMMERCIAL AREA + F&B
PIER NORTH - SCHENGEN
PIER NORTH - SCHENGEN
BORDER CONTROL
NON SCHENGEN
PIER SOUTH - SCHENGEN
TERMINAL PLAN
LEVEL 2
TERMINAL PLAN
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KEFLAVIK MASTERPLAN
Alternatively, the existing corridor could at a later
stage be removed, allowing for a through-taxiway all
the way between the Piers north pier and the south
pier. The above ground passenger corridor would
be replaced by a culvert below apron which contains
separated compartments for clean and unclean passengers. This last option depends on the possibilities
of constructing below ground while airport is in operation, and has not been developed further.
Since the gates in the corridor connection are proposed replaced with new gates in the north and south
pier, more space is provided for the two-directional
flow of passengers.
2040
Extending the south building
C
The south building is in two levels, with a flexibility to
serve both Schengen and non-Schengen passengers.
In addition, there is a newly constructed security control in the basement of the bus lounge.
It is proposed to extend the two floors to the east
and to the west, making a south pier, organized with
Schengen passengers (departures and arrivals) on
first floor and non-Schengen on the ground floor.
C
E
C
C
E
C
C
E
E
RS
E / MA
C
C
East and west extensions can be constructed separately, when required.
C
E
C
E
C
E
C
E
C
C
C
C
E
C
C
C
C
E
E
OPT. M
ARS
C
2040: AIRCRAFT STANDS
Future Domestic flights
In the event of the closure of the Reykjavik City Airport, our strategy is to investigate the possibility of
integrating domestic traffic within the main Terminal.
This is the best way of making use of existing facilities.
Domestic traffic may be regarded as a part of the
Schengen traffic, or, if Customs regulations prevent
this, integrate a separate corridor bypassing the Duty
Free area, into a separate area in the north pier and
the bus lounge can be established.
Facility requirements
Numbers of main facilities are calculated according
to the Peak Hour Passengers (PHP) derived from the
Leigh Fisher forecast:
YEAR
2025
2040
Departing passengers total
Departing passengers Schengen
Departing passengers non-Schengen
Departing passengers O/D
Departing passengers transfer
2950
2500
2150
1400
1700
3500
3050
2600
1550
2250
Arriving passengeres total
Arriving passengeres Schengen
Arriving passengeres non-Schengen
Arriving passengeres O/D
Arriving passengeres transfer
2650
2300
2250
1450
1700
3050
2700
2650
1500
2250
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TERMINAL PLAN
KEFLAVIK MASTERPLAN
PIER NON SCHENGEN (OSS)
PIER NON SCHENGEN (OSS)
BORDER CONTROL
TERMINAL PLAN
LEVEL 3
TERMINAL PLAN
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Table showing our preliminary rough calculations of requirements of number of check-in and bag-drop positions, security lanes, border controls and lengths of reclaim belts
YEAR
2025
2040
Check-in positions
Security lanes
Border Control departures
Border control arrivals
Length of baggage reclaim
35
7
12
13
290 m
39
8
15
15
300 m
The facility planning is proposed based on IATA’s Level
of Service (LoS) C (optimum) for the year of completed construction plus additional five years ahead. The
IATA LoS C will be adjusted to adapt to specific local
requirements at Keflavik airport.
A
DEPARTURES
It is noted that due to the specific nature of traffic at
Keflavik airport e.g. the very high peak numbers with
critical transfer times and as well the opportunity of
having Duty free sales at arrival, the sizing of facilities
based on passenger flows and peaks must be studied
very carefully. It is essential for the airport to maintain
a good level of service and to avoid problematic bottlenecks at check points and lack of facilities at critical
processes such as baggage reclaim.
B2
B1
D1
Personnel
ARRIVAL
C1
C2
E1
DIAGRAM 5 : Drawing showing the possible phasing
elements.
Facilities for personnel will be planned for separately,
in addition to the passenger facilities. Arriving and departing personnel either use private cars to a separate
parking within walking distance from the Terminal,
public transport, or shuttles, using the same entrances as passengers, and pass through a separate security lane adjacent to the central security facility.
Personnel using other access points, closer to their
work-sites, will continue using these.
Changing rooms, restrooms and other facilities for
personnel needs to be developed further.
Goods and waste management
Goods and waste handling for the Terminal is proposed located at the eastern side of the Terminal.
Transportation should branch of the access road as
early as possible, avoiding mixing passenger traffic
and service vehicles.
The access road for goods is proposed combined with
the road to the future Cargo center east of the Terminal.
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TERMINAL PLAN
KEFLAVIK MASTERPLAN
DEPARTING PASSENGERS
DEPARTING PASSENGERS
CHECK- IN
BAGGAGE DROP
SECURITY CHECK
SAGA LOUNGE
COMMERCIAL AREA + F&B
BOARDING
INFORMATION
BOARDING
VERTICAL TRANSPORTATION
PASSPORT CONTROL / NON SCHENGEN
BOARDING
FLOW DEPARTURES
ARRIVING PASSENGERS
CUSTOM
BAGGAGE CLAIM
DUTY FREE ON ARRIVAL
VERTICAL TRANSPORTATION
BORDER CONTROL
FLOW ARRIVALS
TERMINAL PLAN
24
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non Schengen (OSS)
dep. & arr.
Schengen
dep. & arr.
NS
arr.
lounges
changing
modes
vertical circulation
vertical circulation
PIER SECTION / OPTION A
NS
arr.
NS
dep.
Schengen
dep./arr.
lounges
changing
modes
vertical circulation
vertical circulation
PIER SECTION / OPTION B
non Schengen
departures
NS
arr.
NS
arr.
Schengen
dep. / arr.
PIER SECTION / OPTION C
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TERMINAL PLAN
KEFLAVIK MASTERPLAN
ENVIROMENTAL PLAN
26
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The Environmental Plan will be prepared in close corporation with the development of the Terminal Plan and the
Land Use Plan to ensure a sustainable design throughout future development. The leading principles for the
development plan include:
ENVIROMENTAL PLAN
Introduction
Keflavik Airport is vital for both Iceland’s economy as a
whole and for the economic and social growth of the
local communities in the municipalities of Reykjanesbær,
Gardur and Sandgerdi. However, the airport activities at
Keflavik Airport will inevitably also have some adverse
effects on the local environment including aircraft noise,
the air quality, production of waste and other impacts,
some of which also have a direct financial implication
in the operation phase. Minimizing these and other
impacts is essential for Keflavik airport to ensure a sustainable operation and development of the airport and
to strike the right balance between economic and social
growth of the airport and the environmental impacts.
The Environmental Plan will constitute one of the three
main categories for the Masterplan for Keflavik Airport
2015 – 2040. The objective of the Environmental Plan
for Keflavik Airport is to:
›
Set the strategy for a sustainable
development of the future expansion and
operations of Keflavik Airport
›
Create a clear framework to guide the
environmental policy and management of the
Airport
›
Identify the key environmental issues that will
influence the growth and development of the
Airport
›
Set short, medium and long-term targets and
actions that will form part of the
environmental programme
›
Identify ways to integrate environmental
issues into the Masterplan 2015-2040
thereby limiting the effect of the issues.
Reuse and redevelopment of as much of the
existing structures as possible thereby saving
both money, material and energy. This
includes reuse of the existing Terminal,
runways and taxiways to the extent possible,
as suggested in our land use plan.
›
Constructions that are flexible and reusable
as part of the core design principles. Thereby,
we will create an infrastructure portfolio that
easily, cheaply and quickly can be adapted to
fit the needs in an ever faster changing
business - and doing so with a low
environmental impact.
›
Placing of new structures like the third runway
in the less environmental sensitive locations
›
Location of other facilities like cargo, catering
and ground handling as close to the Terminal
as possible to minimise transport, CO2
emission etc.
›
Provide a green look to the airport whenever
possible to contribute to promote Iceland as a
clean and uncontaminated country.
The main environmental impact identified in this process
is air pollution, fuel storage, use of de-icing substances,
sewage systems, waste management, noise and electricity. The Environmental Plan will deal specifically with
these issues.
The Environmental Plan and key environmental issues
The main environmental issues for Keflavik Airport will
comprise at least the following issues included in the
Environmental Plan:
The Environmental Plan will look ahead as far as to 2040
and set the framework for controlling the environmental impacts for the period. We recommend using the
ISO14001 as management tool for continuously prioritising the effort to work with the most important areas.
Thus, we will design appropriate criteria and processes to
build into the ISO-14001 system. As a result, new relevant targets and focus areas will be appointed, initiatives
implemented and evaluated annually or bi-annually.
Sustainability throughout the masterplan
›
Noise from air traffic and ground activities
›
Air quality
›
Waste management and resource recovery
›
Water resources and water management
›
Climate change and energy management
The key environmental issues
Our starting point for this proposal is that the leading
principle for the development of Keflavik Airport is to
develop and grow the business in a well-managed and
sustainable manner thereby optimising the economic
and social benefits of the airport. We address sustainability as a parameter to support and develop the business whilst limiting the negative impacts on the environment. We will anchor the Environmental Plan for Keflavik
Airport in focus on good utilization of natural resources,
minimization of waste, increasing recycling and reutilizing
leftover materials and waste in local industries, reduction
of emissions and noise.
89046
›
The key environmental issues for the Keflavik Airport development will be assessed based on existing data both
as baseline and reference points for the current situation
and with prediction of future situations related to the
development plan for Keflavik Airport. The objective is to
integrate the environment in the development plan for
the airport thereby harvesting the business opportunities in a progressive approach to sustainability and limit
the negative impact in a simple and inexpensive way. For
each of the environmental issues, we will conduct:
›
27
A short description of the existing
environmental situation (baseline)
ENVIROMENTAL PLAN
KEFLAVIK MASTERPLAN
›
An outlook for future environmental situations
related to the airport development 2015-2040
with emphasis on short and medium term issues
›
A short survey of business opportunities based
on the sustainability mind-set
›
A specific objective for the particular
environmental issues
›
An outline of integrated environmental
management in the development plans with
targets and actions for the period 2015 – 2040.
The total of up to 6 noise contour maps for various air
traffic situations will be presented in the Environmental
Plan. The noise contour maps will be prepared for the
existing situation. 2020, 2025, 2030, 2035 and 2040
are subject to changes according the above-described
events. Other noise issue to be considered in the Environmental Plan includes noise from taxiing aircrafts,
ground support vehicles, construction noise and traffic
noise to and from the airport.
Air quality
The objective of the air quality planning is to reduce the
emission from air traffic, ground handling, land traffic or
other activities in order to improve the air quality both in
the airport and in the local environment and the communities. One way of obtaining reduced emission is by
designing the ground layout so that it limits the travel
distance within the airport as we have proposed in our
plan by placing cargo, catering and ground handling close
to the Terminal. This will minimize the CO2 footprint and
limit fuel emission.
The Environmental Plan will also benefit from the positive impacts from the possible construction of a railway
between the airport and Reykjavik.
The Environmental Plan will, in a clear and understandable way, set the environmental goal for Keflavik Airport
thereby bringing together the interest of the various
stakeholders and business entities at the airport into an
agreeable common environmental objective.
Unless air quality data can be obtained specifically for
Keflavik Airport, the current impact on air quality will be
assessed based on the existing flight movements and air
traffic and with special reference to the local communities. The expected development of the air quality will be
assessed following the development in the airport activities 2015 – 2040. The study will lead to a recommendation regarding a stepwise reduction of the employee
exposure to air pollution. A possible mitigation measure
is the use of material with NOX and VOC reducing capabilities using a catalytic process. Such material is currently being tested at Copenhagen Airport where the
reactive material is painted on top of tiles outside the
Terminal building.
Noise The objective with the noise planning is to secure an acceptable level of noise from the airport both
during operation and during construction as part of future development of the airport.
Noise:
The noise contour maps for the Environmental Plan
2015 – 2040 will be calculated using the latest traffic
figures, representing the existing environment baseline (with reference to previous noise maps provided by
Linuhönnun). Noise contour maps will be produces for
selected reference years in the new Masterplan based
on the latest traffic forecast, and for both air and ground
traffic noise.
Waste/resources
The traffic forecast for the period 2015 – 2040 indicates
that an additional runway will be needed in the end of the
period. We will propose a future runway parallel to RWY
02/20 west of the Terminal at a distance of around 2000
m from the existing RWY, providing the possibility to
perform independent parallel operations. The new RWY
is proposed as a Code 4E RWY with a length of around
3.000 m, subject to Icelandair’s fleet plan for new widebody aircrafts. Our noise contour maps will take this new
runway into consideration and will verify that the location
of the new runway west of the existing airport will have
the least impact on Keflavik’s community.
The objective of the waste planning is to minimize the
amount of waste generated and maximize the reuse of
resources in the waste streams. The principle of reusing
materials, building elements and existing structures will
also be applied to the extent possible in refurbishment
and expansion of Terminals and buildings. We have substantial experience in mapping and matching un-utilized
waste streams and bi-products between companies on
a commercial basis. We propose to examine such opportunities, which are both economically and environmental
beneficial.
The total noise during a given period depends on the
noise emitted by individual aircrafts and the total number
of aircraft landings and departures. For Keflavik Airport,
the years chosen for noise mapping in the Environmental Masterplan must reflect not only the location of a
possible new runway, but also the expected changes in
aircraft types. On February 13, 2013 Icelandair Group
announced that the company had finalized an order with
Boeing for sixteen new Boeing 737 MAX planes, and
purchase rights for eight additional 737s had also been
signed. The aircraft will be delivered in 2018-2021. The
noise calculation for the future situation will take this
expected change of the fleet into account, and the year
for the noise calculation will be chosen accordingly.
ENVIROMENTAL PLAN
The waste at Keflavik Airport reflects the waste generated in the changing world outside Iceland. There are more
packaging on food and greater reliance on disposable
products. However, the waste flow at Keflavik Airport not
only includes organic waste, but also hazardous waste
and liquid waste. The waste flow will be assessed from
existing data or estimated from stakeholder meetings
with Keflavik Airport’s environmental management and
other major waste generating stakeholders. This includes the expected development in waste handling due
to the development of the airport activities 2015 – 2040.
In Iceland, the main concern is the organic waste with
potential greenhouse gas emissions and the land used
for landfilling. Icelandic law no: 55/2003 requires that the
28
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KEFLAVIK MASTERPLAN
carbon emissions generated by the operations including
those from passengers and staff travelling to and from
the airport, aircrafts operations on ground and the energy required to operate the Terminals and runways. Ways
of minimizing the CO₂ emission include an optimization
of the airport operations and the source of energy. Geothermal energy is generally cheaply available and shall be
considered for heating purposes and/or even heating
up apron areas as a way of reducing CO2 footprint or
limit use of de-icing. Biodegradable waste is also a potential source of greenhouse gases, so we propose that
the Masterplan ensures a proper handling of this waste
stream as well. A masterplan with effective operations
will not only be economically attractive, but will also contribute to a more sustainable airport.
landfilling of organic waste must be reduced considerably before 2020. Though the recycling rates have been
increasing significantly in the last years, the majority of
all waste in Iceland is still landfilled. The goal is to change
this to meet the EU-legislation on waste. With this in
mind, the cost of handling non-recyclable waste can
easily match the increasing cost of operating Keflavik
Airport
Water
Water With the large freshwater resources available in
Iceland, water saving is of minor importance, however,
the recent incident with groundwater contamination in
Vogar with E. Coli indicates that the issue with groundwater should be consider in the Environmental Plan for
2015 – 2040. Furthermore, there is an energy-side to
the use of water, as it has to be pumped and handled
before, during and after use. Thus, there is a financial
incentive to minimize the use of water as well as a climate change effect of energy use (see below). A guiding
principle for the Environmental Plan for 2015-2040 is to
integrate design for water savings and, not least, to prevent water contamination.
Methodology
The preparation of the Environmental Plan will include:
For airports around the world, the most significant
sources for groundwater contamination are run-off from
de-icing/anti-icing, handling and storage of oil, or chemicals from fire drill training locations. We recommend to
move the de-icing/anti-icing away from the apron areas.
With a new parallel RWY in operation, we propose to have
two de-icing platforms available; one close to TWY E-4
and one in the area where TWY K-3 crosses the parallel
TWY for the new runway.
Another potential risk for groundwater and soil is the
fuel handling and storage. A military fuel facility currently
located just north of the western end of TWY S-3 is expected, for safety reasons, to require a relocation. A new
location has been proposed around 1,000 m south-west
of the existing location. In the master plan phase a relocation of the existing civil fuel facility will be analysed. The
Environmental Plan will put the possible future location
into an environmental situation and stipulate possible
mitigation measures.
1
Site inspection
2
Desk study and review of available documents
including the ISO-14001 system
3
Drafting the basic environmental issues,
objectives and targets
4
Meetings with stakeholders
5
Defining the basic environmental issues,
objectives and targets
6
Coordination of and including the issues into
Terminal Plan and Land Use Plan
7
Development of separate Environmental Plan.
The environmental legislative framework and responsibilities associated with the Masterplan will be specified both in related to Icelandic environmental legislation, international agreements and environmental
management of the Airport.
Energy/Climate change
The climate strategy for Iceland sets forth a long-term
vision for the reduction of net emissions of greenhouse
gases by 50-75% before 2050, using 1990 emission
figures as a baseline. Airports are facing special challenges with the large consumption of jet fuel, and although
Iceland has access to considerable renewable energy
sources, it will still be possible to limit the emission of
greenhouse gasses from the airport activities. The environmental plan will therefore have specific focus on
integrating low energy solutions and low carbon technologies for heating and lightening the ground facilities and
for local transportation; e.g. thermal energy, heat pumps,
wind energy, and electric vehicles. We have substantial
experience in these matters in our team. We propose a
dialog about using international sustainable certification
schemes like BREEAM, LEED or DGNB for the Terminals
and, potentially, the area as a whole.
The Environmental Plan will include an estimate of the
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ENVIROMENTAL PLAN
KEFLAVIK MASTERPLAN
MASTERPLAN PROCESS AND METHODOLOGY
30
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MASTERPLAN PROCESS AND METHODOLOGY
Below is listed the proposed stakeholders for each
group. Some of the stakeholders will be placed in two
to three groups as their field of expertise and interest
overlap the different plans. The groups will be formed
on the basis of our experience from working with airport masterplanning and the information provided in
the competition documents. The final formation of
the different groups will be worked out with Isavia at
the first workshop/Kick off.
Long lasting and successful projects are only obtained
if all stakeholders are being involved in the process,
from early stages to the finalization and implementation of the project. We believe that the key to success
and a long lasting Masterplan for Keflavik Airport is to
involve the right stakeholders at the right time.
The Masterplan for Keflavik Airport holds a Terminal
plan, a Land-use plan and an Environmental plan. The
different plans involve a number of stakeholders, each
representing their focus, goals and area of expertise
within the masterplan process.
The groups will work simultaneously through the design period in accordance with the time schedule. By
keeping the focus within the different plan-groups,
the efficiency and understanding within each group
will ensure qualified input to the Masterplan.
Our goals for the stakeholder process and involvement are:
-
to ensure input from all important
stakeholders at the right time in the process
-
to ensure that stakeholders understand and
agree on the decisions made in the planning
process and to avoid set-backs in the planning
process
-
to ensure an open and understanding dialog
between Isavia, stakeholders and the
consultants
-
to ensure a good and long lasting relationship
between all stakeholders.
-
to ensure a joint ownership of the chosen
solutions
The Masterplan consultant will participate actively in
all groups, with his professional knowledge, setting up
proposals for discussion, and proposals for solutions,
and finally putting together the Masterplan report.
All groups shall be headed by the Isavia project leader
to ensure that the process operates according to the
Client’s scope and guidelines.
The Master plan-group will be responsible for gathering inputs from the other groups and co-ordinating
and implementing these into the Master plan. This
group will be responsible for puting together the overall costs (CAPEX) of the Master Plan. The Master plangroup is responsible for all mapping and implementation of input from external stakeholders such as local
municipalities, environmental authorities etc.
In order to stream-line the process we suggest that
the Masterplan process is split up into 4 parallel work
groups; Masterplan-, a Land-use plan-, a Terminal
plan- and the Environmental plan-group. This will secure that each group will be able to focus on their main
issues and go in depth within their field of expertise
while the leadership team maintains focus on a holistic
solution.
Below is an indicative list of the stakeholders that we
have identified as important stakeholders within the
Masterplan group:
MASTER PLAN GROUP
-
Isavia – managing director
-
Isavia – project management
-
Aviation authorities (Flugmálastjórn Íslands)
-
Transportation authorities (Samgöngustofa innanríkisráðuneytið)
-
Enviromental authorities (Umhverfisstofnun umhverfisráðuneytið)
-
Planning authorities (Skipulagsnefnd
Keflavíkurflugvallar)
-
Municipal authorities (Reykjanesbær,
Sandgerðisbær , Sveitarfélagið Garður,
Sveitarfélagið Vogar og Grindavíkurbær)
LAND-USE PLAN GROUP
TERMINAL PLAN GROUP
The Land-Use Plan involves all areas of the master plan-area except the terminal area. This include
runway and taxiway configuration, support facilities,
ground services, connection to military areas, coast
guard facilities, cargo, landside access, curb side facil-
ENVIROMENTAL PLAN GROUP
DIAGRAM 6: Diagram showing the principal timeschedule
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MASTERPLAN PROCESS AND METHODOLOGY
KEFLAVIK MASTERPLAN
STEERING COMMITTIE
ISAVIA + VITAL STAKEHOLDERS
PROJECT MANAGEMENT
PROJECT MANAGER FOR THE MASTERPLAN
MASTER PLAN GROUP
PROJECT MANAGER + CONSULTANTS
LAND-USE
PLAN GROUP
TERMINAL
PLAN GROUP
ENVIROMENTAL
PLAN GROUP
COST
ESTIMATION
PROJECT MANAGER
+ CONSULTANTS
+ STAKEHOLDERS
PROJECT MANAGER
+ CONSULTANTS
+ STAKEHOLDERS
PROJECT MANAGER
+ CONSULTANTS
+ STAKEHOLDERS
PROJECT MANAGER
+ CONSULTANTS
PROJECT ORGANISATION PLAN:
Showing the main groups which will be part of the
masterplan design process.
MASTERPLAN PROCESS AND METHODOLOGY
32
89046
KEFLAVIK MASTERPLAN
ities, car parking etc. This group will also handle technical infrastructure such as power supply, water supply,
drainage, storm water handling, ATC, ILS, airside lighting, fuel supply heating and cooling, etc.
-
Isavia – Terminal director
-
Enviromental authorities (Umhverfisstofnun)
Ministry of Enviroment and Natural Resources
(Umhverfisráðuneytið)
Below is an indicative list of the stakeholders that we
have identified as important stakeholders within the
Land-Use plan group:
Other stakeholders
-
Isavia (technical director)
-
Isavia – project management
-
Isavia – operational directors(Airport and ATM)
-
Airlines (Icelandair, WOW etc.)
Along with the stakeholders identified above the following agencies will be consulted during the planning
process as stipulated in law and regulations – either on
particular issues, as necessary, or a draft Masterplan
when it is ready for review.
-
Cargo handlers
-
-
Ground handlers
Iceland’s electricity transmission system
(Landsnet)
-
Catering handlers
-
Icelandic Meteorological Office
(Veðurstofa Íslands)
-
Aircraft services
-
-
Taxis, coaches and rental cars
Suðurnes Health Authorities
(Heilbrigðiseftirlit Suðurnesja)
-
Aviation authorities
-
-
Parking
The Cultural Heritage Agency of Iceland
(Minjastofnun Íslands)
-
Coast guard
-
The Icelandic Road and Coastal
Administration (IRCA) (Vegagerðin)
-
Security area - NATO
-
The Planning Agency (Skipulagsstofnun)
The final selection of stakeholders and their involvement in the planning process is to be decided by Isavia
at the start of the Masterplan process.
The Terminal-plan involves the Terminal and the aircraft parking configuration etc.
Below is an indicative list of the stakeholders that we
have identified as the main stakeholders within the
Terminal plan group:
-
Isavia / Flugstod Leifs Eirikssonar – Terminal
directors
-
Isavia – project management
-
Isavia Facility management
-
Airlines (Icelandair, WOW, Easyjet etc.)
-
Handlers (user representatives)
-
Customs & Police
-
Commercial operators / Commercial director
/ Duty Free
Description of project implementation, time-schedule and cost estimate.
The project implementation and time-schedule is
based on the timeline/dates given in the competition
documents.
The stakeholder consultancy process is formed to
ensure a lean and meaningful process within the given
timeframe.
The Environmental plan involves sustainability, energy,
water, noise and air issues across all sectors.
These are the stakeholders that we have identified
as important stakeholders within the Terminal plan
group:
-
Isavia – project management
-
Isavia – Technical director
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MASTERPLAN PROCESS AND METHODOLOGY
KEFLAVIK MASTERPLAN
CLIENT REPRESENTATIVE
MASTER PLAN GROUP
PROJECT LEADER
- PLANNING
- REPORTS
- CONTROL
- Q&A SYSTEM
- IT-SYSTEM
- COST ESTIMATION
MASTERPLAN
- HOLISTIC DESIGN
- MP DRAWIGS
- MP REPORTS
- VISUALISATIONS
- SIMULATIONS
LAND-USE PLAN
TERMINALPLAN
- FUNCTIONAL ZONES
- AIRSIDE RW/TW
- AIRSIDE ROADS + IF
- LANDSIDE + IF
- TERMINAL
FUNCTIONALITY
- BHS
- LOGISTICS
- COMMERCE
- APRON DESIGN
- OTHER BUILDINGS
ENVIROMENTAL
PLAN
- ENERGY
- CO2
- MATERIALS
- CERTIFICATION
- ENVIROMENTAL
PLAN
CONSULTAN ORGANISATION PLAN: Plan showing the
consultan group organisation in the masterplan design process.
PROJECT IMPLEMENTATION & TIME-SCHEDULE
34
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KEFLAVIK MASTERPLAN
A draft Final Master plan shall be delivered 29th May
in order to give Isavia the possibility to correct the
development and give input to the Master plan group.
The content of the draft Masterplan aims to cover all
relevant topics, suggesting possible solutions, without
giving the final conclusion.
PROJECT IMPLEMENTATION
The timeline is formed in accordance with the proposed 4 working groups; a Master plan-group, a
Land-Use plan group, a Terminal plan group and an
Environmental plan group. We suggest a parallel Master plan process, where these groups work simultaneously. Some persons will participate in more than one
group, and this requires co-ordination to avoid clashes
and minimizing travel.
Kick-off
One of the most valuable things in a design process is
to have a joint vision/framework for the work ahead.
We suggest that a kick-off meeting with selected
persons representing the different stakeholders and
design groups.
We suggest that a Steering committee is formed with
buyer (Isavia) representatives, which will follow the
project until the completion of the Master plan document.
The Project leader from Isavia group is responsible for
managing the process and shall lead all groups to ensure that the works is corresponding with the framework and the goals of Isavia.
The Master plan group presents the work for the
Steering committee on meetings during the process
(see time-schedule).
The Master plan group will at the start of the process,
together with the Steering committee, develop a
design framework that will be part of the base for the
process.
The Master plan group is responsible for preparation
of the final document, integrating the different input,
analyses, concepts together into one final master plan
document that can be a long lasting work-tool for Isavia.
Time Schedule
The time-schedule is based on the dates given in
the competition brief. The Master plan group will be
co-ordinating the design work, forming the general
framework whom the other groups will follow. The
Master plan group will collect input from the other
groups and other relevant Stakeholders and is responsible for finalizing the master plan document.
We suggest that the Master plan group will start before other groups, forming the framework, a more
exact/precise time-schedule and the guidelines and
the design-work, together with Isavia. At the end of
the design process we suggest that the design groups
will hand in their final inputs 3-4 weeks before the
deadline. The Master plan group will after that be able
to finalize the Master plan document, sewing the different inputs together.
89046
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PROJECT IMPLEMENTATION & TIME-SCHEDULE
KEFLAVIK MASTERPLAN
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COST
MEETINGS
MARCH
10
A: KICK OFF / DEBRIEFING
TERMINAL PLAN LAND-USE PLAN
MASTERPLAN
9
COST ESTIMATE
KICK OFF
STEERING COMMITTEE
- feedback/input
DESIGN MEETING - MASTERPLAN
- stakeholders feedback/input
DESIGN MEETING - LAND-USE PLAN
- stakeholders feedback/input
DESIGN MEETING - TERMINAL PLAN
- stakeholders feedback/input
DESIGN MEETING - ENVIROMENTAL PLAN
- stakeholders feedback/input
EASTER
TIME SCHEDULE: The timeschedule shows the proposed
process, deadlines, stakeholder input and meeting series.
PROJECT IMPLEMENTATION & TIME-SCHEDULE
36
89046
KEFLAVIK MASTERPLAN
MAI
18
19
JUNE
20
21
22
23
JULY
24
25
26
27
AUGUST
28
29
30
31
32
SEPTEMBER
33
34
35
36
37
NATIONAL SOMMER HOLIDAYS
DRAFT FINAL
25 MAI
89046
OFFICE SOMMER HOLIDAYS
37
FINAL MASTERPLAN
25 MAI
PROJECT IMPLEMENTATION & TIME-SCHEDULE