Study highlights major transport bottleneck at Keflavík Airport

Access to Keflavík International Airport has become a major bottleneck for travelers across Iceland — one that, according to sociologist Þóroddur Bjarnason of the University of Iceland, primarily benefits the state-owned airport operator Isavia rather than the public. He argues that the high cost of transport and parking at the airport sometimes rivals the price of flight tickets themselves, contradicting the government’s ownership policy, which mandates that Iceland’s airport system should form part of safe and affordable transport within the country and connect effectively to other public transport on land.

Isavia accused of neglecting its public duty

Bjarnason contends that Isavia is failing to meet this responsibility, wasting travelers’ time and causing unnecessary inconvenience. Because Keflavík is effectively a monopoly for international travel, he says, the company treats access to the airport as a revenue stream rather than a public service — focusing on profit from parking and transport instead of affordable, environmentally friendly connectivity.

A 2021 government addendum to Isavia’s ownership policy emphasizes that its operations should minimize emissions and promote sustainable travel for passengers. Yet, as Bjarnason points out, current practice seems to contradict those goals.

Almost everyone drives — public transport barely used

In a new study presented at the University of Iceland’s Þjóðarspegillinn conference, Bjarnason found that around 90% of Icelanders travel to Keflavík by private car, either driving themselves or being dropped off. The latter option effectively doubles traffic, as each drop-off adds two extra trips for the driver.
Among residents of Akureyri, 80% drive to the airport; the rest typically fly to Reykjavík and then take the airport bus — which itself lacks a direct link between Reykjavík Airport and BSÍ, the bus terminal for Keflavík services. On the east coast, 60% drive all the way, while 40% take a domestic flight and then the bus.

Only 0.5–1% of travelers use the city bus (Strætó) to reach the airport, a number Bjarnason attributes to poor information, infrequent service, and the stop’s inconvenient distance from the terminal.

High costs for travelers

Bjarnason describes the situation as a “man-made bottleneck” deliberately designed to generate revenue for Isavia. He disputes comparisons to foreign airports, noting that similar-sized international hubs abroad usually have efficient bus or rail connections — often both.
He adds that parking and transfer costs now make up a significant share of the total travel expense: “You can fly to Italy for 23,000 ISK, but it costs 20,000 ISK to park in Keflavík for ten days — or 5,000 ISK for the airport bus,” he said.

Social and regional implications

On average, residents of the capital area make 2.5 international trips per year, while those living outside Reykjavík take roughly one. Bjarnason warns that poor airport access for rural Icelanders could deter professionals from settling outside the capital: “For people with higher education and good incomes, ease of access to an international airport can be a deciding factor in where they choose to live,” he said.

He concludes that the current setup restricts mobility for all Icelanders — not only those in the countryside — and runs counter to the principles of fairness and accessibility that a national transport hub should uphold.