General Considerations – President’s Statement
The human team, shareholders and collaborators, as workers and individuals, have been involved in one way or another in the development of multiple projects, mainly port infrastructures and industrial and commercial economic activities based in ports. There are other remarkable projects in the field of territorial planning and tourism, mainly in the Canary Islands, as well as in other territorial areas in Europe, South-America and Africa.
See attached President's Statement
Dike´s Extension of
Las Palmas Port
The Reina Sofía Dock, more than 4 kilometres long, was a necessity in the Port of Las Palmas in the late 60's. Several extensions mark its chronology, although it can be defined as an unfinished work. Today there are oilrigs, large bulk carriers and the ship repair area is established there.
Shortly before the end of that decade, the boundary of the interior dock was at the Dock of the Generalísimo (now León y Castillo) and behind it there was a natural coast. It starts being obvious that the port suffers problems of saturation and overflow. Historically, this is due to the Six Day War and the closing of the Suez Canal, which led to an increase in traffic in the Port of Las Palmas. Then the Board of Works raises an extension and chooses to expropriate the lands, which belonged to the Ministry of War.
After solving a lawsuit with the heirs of the land, who wanted to recover it because of the change of use of the soil from military to civil, the urbanisation of El Sebadal started, and also the projection of the outer dock, which was planned together with the shelter dock, later renamed Reina Sofía Dock. ‘The initial task done was for a work of shelter for the outer dock to develop several containers terminals and shipyards’, explains José Miguel Pintado, director of the Port Authority of Las Palmas, and a great connoisseur of the agency, as he has been years linked to it in several stages.
Prior to the construction of the outer port, areas were searched for more berths to supply fuel and to load and unload merchandise. It was an era in which the container did not exist yet, according to Pintado. With the start of the outer dock several plans visualising extensions came to light. Geography Professor Fernando Martín Galán, in his book ‘The formation of Las Palmas: City and Port’, details the projects that engineers and directors of the Port Authority of Las Palmas designed for the port to evolve. The one of Juan Argentí Ulloa, in 1971, entailed the modernisation. A first phase was carried out, but in the second phase, almost as early as 1980, following funding problems, a loan from the International Bank for Reconstruction and Development was obtained, thanks to which the extension of the shelter dock was completed at 700 meters, as well as the construction of two large berthing facilities aimed at big oil tankers.
By Elisabet Rodríguez
Las Palmas de Gran Canaria
Port of Granadilla
The development of traffics and the activity linked to them in the Port of Santa Cruz (Santa Cruz is Tenerife’s capital) has resulted in the saturation of the port area and the near obsolescence of certain areas of the port for the traffics developed in them.
The problem that arises is the future impossibility of supplying Tenerife and its closest islands or this supply entailing a high cost for the Canarian population.
As these deficiencies were revealed, the need to proceed with the expansion of the port infrastructures of Tenerife was evident.
The Port Authority assessed the possible location alternatives for the expansion of the island's port infrastructure. Discarded the alternative to expand the Port of Santa Cruz, possible locations were analysed.
The coast of the municipality of Granadilla was finally chosen, with which it aims to fulfil the following objectives:
· Ensure the capacity of Tenerife's port infrastructures to absorb the anticipated traffic increases and thus efficiently secure the supply and economy of Tenerife and its closest islands.
· Enable and promote an alternative of economic development through the constitution in the area, next to the industrial area and the international airport, of a logistic hub adding value to the transit of merchandises.
Port of Las Palmas
The lands of the service area of the Port of Las Palmas that are in the file properly represented in the corresponding plane, have been divided into functional areas as follows:
· Functional Area 1 – Expansion lands in La Isleta:
Area located north of the port service area. These are lands allowed to be urban used to obtain the resources of landfills and materials for the execution of works and port expansions.
· Functional Area 2 – Urbanisation of the Duty-Free Zone (Zona Franca) and La Isleta:
Intended for the implementation and development of activities related to port logistics: storage, product development and distribution of goods.
· Functional Area 3 – La Esfinge Dock and Reina Sofía Dock:
Intended for solid bulk and naval repairs, as well as fuel loading/unloading facilities (Duques de Alba).
· Functional Area 4 – Urbanisation for logistic and complementary activities:
Lands urbanised following the typology of industrial areas, closed blocks, with warehouses related to port logistics, etc.
· Functional Area 5 – Naval repairs:
Lands located in the north of the outer dock; functional area with own lands and port facilities and exclusive for use as an area of shipyards, stranding and naval repair.
· Functional Area 6 – Containers and Polyvalent Terminals:
Suitable for the development of large-scale port commercial activities (containers traffic, general merchandise traffic, Ro-Ro traffic, etc.) and associated management and administration services.
· Functional Area 7 – Fuel Deposits Zone:
Area dedicated to facilities for the storage and supply of fuel to ships and all types of liquid bulk (gas-oil and fuel-oil).
· Functional Area 8: Fishing Pier and related ground area:
It is an area with buildings for port services, mixed and complementary activities (offices, warehouses, workshops, etc.) of the main port.
Document BOE-A-2014-10591. Summary.
Port of Arinaga
The Port of Arinaga is located in the South-East of Gran Canaria, south of the town of Arinaga and next to the Arinaga Industrial Area, the most important one in the south of the island.
The objective of this project is an extension of this port, which would imply the economic development of the southern area of Gran Canaria Island with the different traffics planned with the expansion.
The selected solution consists of the continuation of the existing dock for 480 meters, then a vertical dock of 1128 meters and an outer harbour of 1180 meters. The harbours will have a berth length of 3000 meters, with a minimum depth of 14 meters in all the port.
The total area of the entire port’s ground will be 158 hectares. This solution is selected amongst several alternatives for two main reasons: shorter shelter length (less cost) and less damage to nearby beaches (they arrive at a lower bathymetric than in other alternatives).
For the calculation of the waves height, that will be used later in the calculation of the works, a hydrodynamic study has been carried out; starting from the data sources, 86 propagations are made with the SMC program of different waves in several directions in order to obtain the medium and extreme speeds in the points of study.