DESIGN CONTEST NO: MASTERPLAN KEFLAVIK INTERNATIONAL AIRPORT ID: 89046

Transcription

1 DESIGN CONTEST NO: MASTERPLAN KEFLAVIK INTERNATIONAL AIRPORT ID: 89046

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3 TABLE OF CONTENT - MASTERPLAN - LAND-USE PLAN - TERMINAL PLAN - ENVIROMENTAL PLAN - MASTERPLAN PROCESS AND METHODOLOGY - PROJECT IMPLEMENTATION & TIMESCHEDULE

4 PROPOSAL: Keflavik International Airport with airport city, from north

5 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 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

6 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 LLZ 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

7 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. 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. DIAGRAM 1: The main traffic infrastructure to the competition area. UTILITY VEHICLES LAND-USE PLAN

8 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 LLZ 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

9 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. The airport city can be a future revenue-generating project for the benefit of the airport and the Reykjavik region. - new runways and taxiways - existing runways and taxiways - non active existing runways and taxiways 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 LAND-USE PLAN

10 1 1 mars KEFLAVIK MASTERPLAN LLZ02L 20 R LEGEND AIRPORT BOUNDARY AIRSIDE/LANDSIDE BORDER PROTECTED LANDSIDE GP20R P P GSE GSE FUEL STORAGE REMOTE STANDS REMOTE STANDS ICELANDAIR HANGAR opt. mars LLZ02R CATERING 20 L CARGO DE-ICE WEST DE-ICE EAST GP20L GP11 GP29 LLZ29 LLZ11 29 MILITARY AREA ATC TOWER COMPLEX HANGAR PROTECTED LANDSIDE GP20L 02 L GROUND HANDLING WORKSHOP R E LOCATE D FUE LFACILITY LLZ20R GP02R 02 R LLZ20L RUNWAY AND TAXIWAY PLAN LAND-USE PLAN

11 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 A future runway parallel to RWY 02/20 (designated as 02L/20R) is proposed west of the Terminal at a separation of around 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 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 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 m and m from the threshold. 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 m and m from threshold 02. Alternatively the TWY K-1 may serve the purpose for the 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 M DIAGRAM 3: Drawing showing a optinal position of a new runway to the vest of the terminal. 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 exist LAND-USE PLAN

12 LAND-USE PLAN

13 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 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. 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. - demolished buildings DIAGRAM 4: Drawing showing the buildings that are proposed demolished in the late stages of the masterplan. 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 LAND-USE PLAN

14 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 GP 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

15 of the equipment will be obtained. 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. 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. ATC Tower 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. 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 m southwest of the existing location. 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. New Cargo facilities 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. The layout is proposed for a staged construction. A Cargo Terminal building having a length of 225 m provides a footprint of m² and is expected to have an annual capacity of around 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. Aircraft Maintenance 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 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. A Landside staff parking area of say 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 LAND-USE PLAN

16 TERMINAL PLAN

17 PASSENGER TERMINAL DEVELOPMENT 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 m² 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 significant traffic pattern of Keflavik must be acknowledged, giving high peak numbers, shifts between Schengen and non-schengen traffic, requiring highly flexible solutions. Proposed development 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. 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 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 a longer curbside for drop-off and pick-up. 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. 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 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. 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. 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. 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. TERMINAL PLAN

18 ARRIVAL HALL CUSTOM / SERVICE AREA BAGGAGE CLAIM BAGGAGE HANDLING DUTY FREE ON ARRIVAL BUS LOUNGES HANDLING AREA HANDLING AREA SECURITY ARRIVAL NON-SCHENGEN PIER SOUTH - NON SCHENGEN BUS LOUNGE NON SCHENGEN BUS LOUNGE ARRIVAL NON-SCHENGEN TERMINAL PLAN LEVEL 1 / GROUND LEVEL TERMINAL PLAN

19 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. 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). 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 m² 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). 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 m² additional floor areas, and more complex vertical solutions. This option has not been developed further, but is possible (option C). REMOTE STANDS E E E E E D D D D BUSS LOUNGE 2015: AIRCRAFT STANDS 2025 E E D D D D E C C C C C C E E E NEW REMOTE STANDS All above mentioned options are found feasible within the proposed pier footprint. C C C C C 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. 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. REMOTE STANDS E C C C C E E E BUSS LOUNGE 2025: AIRCRAFT STANDS E E C E E E E E E C C C C C C C NEW REMOTE STANDS TERMINAL PLAN

20 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

21 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 Extending the south building 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. East and west extensions can be constructed separately, when required. 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. C C C C C C C C C C E E E E E E E E E E / MARS C C C C 2040: AIRCRAFT STANDS E E OPT. MARS C C C C C C C Facility requirements Numbers of main facilities are calculated according to the Peak Hour Passengers (PHP) derived from the Leigh Fisher forecast: YEAR Departing passengers total Departing passengers Schengen Departing passengers non-schengen Departing passengers O/D Departing passengers transfer Arriving passengeres total Arriving passengeres Schengen Arriving passengeres non-schengen Arriving passengeres O/D Arriving passengeres transfer TERMINAL PLAN

22 PIER NON SCHENGEN (OSS) PIER NON SCHENGEN (OSS) BORDER CONTROL TERMINAL PLAN LEVEL 3 TERMINAL PLAN

23 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 Check-in positions Security lanes 7 8 Border Control departures Border control arrivals Length of baggage reclaim 290 m 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. DEPARTURES A ARRIVAL 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 C1 E1 C2 Personnel 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. DIAGRAM 5 : Drawing showing the possible phasing elements. 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 TERMINAL PLAN

24 DEPARTING PASSENGERS DEPARTING PASSENGERS BAGGAGE DROP CHECK- IN SECURITY CHECK COMMERCIAL AREA + F&B SAGA LOUNGE BOARDING BOARDING INFORMATION VERTICAL TRANSPORTATION BOARDING PASSPORT CONTROL / NON SCHENGEN FLOW DEPARTURES ARRIVING PASSENGERS CUSTOM BAGGAGE CLAIM DUTY FREE ON ARRIVAL VERTICAL TRANSPORTATION BORDER CONTROL FLOW ARRIVALS TERMINAL PLAN

25 non Schengen (OSS) dep. & arr. Schengen dep. & arr. PIER SECTION / OPTION A NS arr. NS dep. NS arr. lounges changing modes Schengen dep./arr. lounges changing modes vertical circulation vertical circulation vertical circulation vertical circulation PIER SECTION / OPTION B non Schengen departures NS arr. NS arr. Schengen dep. / arr. PIER SECTION / OPTION C TERMINAL PLAN

26 ENVIROMENTAL PLAN

27 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 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 thereby limiting the effect of the issues. 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 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 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 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: 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: 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 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: A short description of the existing environmental situation (baseline) ENVIROMENTAL PLAN

28 An outlook for future environmental situations related to the airport development 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 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. 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 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. The traffic forecast for the period 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 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 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 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. 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. 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 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. Waste/resources 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 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 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 ENVIROMENTAL PLAN

29 landfilling of organic waste must be reduced considerably before 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 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 is to integrate design for water savings and, not least, to prevent water contamination. 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. 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 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. Methodology The preparation of the Environmental Plan will include: 1 Site inspection 2 Desk study and review of available documents including the ISO 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 ENVIROMENTAL PLAN

30 MASTERPLAN PROCESS AND METHODOLOGY

31 MASTERPLAN PROCESS AND METHODOLOGY 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. 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 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. MASTER PLAN GROUP LAND-USE PLAN GROUP TERMINAL PLAN GROUP ENVIROMENTAL PLAN GROUP DIAGRAM 6: Diagram showing the principal timeschedule 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. 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. 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. Below is an indicative list of the stakeholders that we have identified as important stakeholders within the Masterplan 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) 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 MASTERPLAN PROCESS AND METHODOLOGY