Operating beyond its capacity, lacking any land area for expansion, equipped with only two functional terminals, and surrounded by severely congested roadways. This depicts the current state of the port of Los Cristianos, the main connection with the so-called green islands – La Gomera, El Hierro, and La Palma – which is also a system that, according to experts, “could collapse due to its own success.”
The growth in traffic is evident: from 2010 to 2024, the total number of passengers surged by 52.91%, while the volume of vehicles escalated by 104.46%. During the same timeframe, the average number of passengers per vessel rose from 306.5 to 543.41, and the number of vehicles per vessel increased from 52.44 to 124.33. Projections for 2050 indicate an alarming increase of 85% over 2019 figures.
“The port exhibits structural deficiencies that hinder its ability to meet current demand,” states the latest report from the College of Engineers of Roads, Canals, and Ports of Santa Cruz de Tenerife. The ratio of passengers per vehicle has dropped from over five individuals per car to just 3.44, leading to more vehicles boarding and intensifying the pressure on the esplanade. During peak periods, such as Easter, summer, and winter holidays, traffic can increase to three times the annual average.
Luis Pintor, Dean of the College, issues a stark warning: “At peak times, this infrastructure is untenable. This threatens the growth of the green islands.” Meanwhile, the president of the Port Authority, Pedro Suárez, admits that “the current facilities are full to capacity, not overflowing.”
The lack of land area is one of the critical challenges. The technical report highlights that “pedestrian and vehicular flows cannot be effectively separated,” which leads to “operational interference and safety concerns.”
A significant bottleneck is also apparent: only two operational berths are available, with vessels often exceeding the planned lengths. To mitigate this issue, the report suggests two potential solutions: constructing an external dock with up to four new berths, or extending the current breakwater to add one more berth and expand the esplanade.
Tunnel in the Chayofita Mountain
Beyond the port area, congestion persists. The connection to the TF-1 and Chayofita Avenue handles up to 92,000 vehicles daily, resulting in inadequate service levels. The document advocates for traffic reorganisation through various initiatives.
In light of this operational congestion, the Port Authority has initiated a package of short-term actions aimed at alleviating internal pressure within the port. One key project is the development of a new port area by demolishing an annex building, which would be replaced by a multi-storey car park.
Additionally, efforts are planned to streamline the flow of vehicles exiting the port, with the goal of reducing congestion and facilitating smoother entry and exit movement. Furthermore, the Cabildo de Tenerife is already working on modifying a project to construct an underground tunnel for Chayofita Avenue, one of the most congested routes in Los Cristianos.
While this issue is not limited to the port, its activity exacerbates problems during specific periods, such as seasonal surges in marine traffic.
Adding to this is a new proposed initiative by the Ministry of Public Works: the possibility of creating a tunnel through Chayofita Mountain. A geological study is currently underway to assess its feasibility.
Arona Says No to Expansion
Technical solutions may exist, yet political gridlock remains the primary hindrance. The Mayor of Arona, Fatima Lemes, is firmly against any expansion of the port. She argues that, in the absence of a definitive official plan, her administration cannot endorse an intervention that, as she warns, “would only worsen vehicular congestion and negatively impact daily life, businesses, and local tourism.” She concludes: “Our community cannot sustain this.”
Lemes stresses that Los Cristianos “has reached its limit,” advocating for a serious discussion on alternative solutions: “This should not lead to conflict. Authorities must collaborate to seek resolutions.”
Pintor also points to a lack of coordination among institutions, clarifying the reason behind the absence of consensus: “The port of Los Cristianos is under the jurisdiction of the Port Authority, while the main alternative, Fonsalía, is managed by the Canarian ports. Solutions lie within different administrations. If they were all under one, a decision would have already been made,” he concludes.
The report further warns of the real danger that an operational incident could completely disrupt the port. This has occurred before, notably in 2008. The current conditions heighten that risk: any structural failure or accident could isolate the green islands.
“This port is its lifeline. If it ceases operations, the islands become cut off. This would have a devastating impact on their economy and daily life,” says the Dean. Moreover, he emphasises that the central issue is not about choosing one solution over another, “but rather implementing multiple solutions concurrently.”
The president of the Cabildo de Tenerife, Rosa Dávila, has recently spoken in favour of port expansion. Likewise, the president of the Canary Islands Government, Fernando Clavijo, has stated that “the situation is untenable and immediate action is required.”
While operations remain overloaded, the green islands are hampered by an outdated logistics hub, and the lack of consensus between administrations hinders progress. “Los Cristianos has been the focal point of the inter-island system for nearly 50 years. However, it can no longer cope,” the report concludes.
Fonsalía: Technical Benefits, Environmental Concerns
This option is regarded by technical evaluations as having the greatest operational advantages. Its location would significantly decrease navigation times: -22% to La Gomera, -16% to La Palma, and -3% to El Hierro. This translates to 1,830 hours less navigation required per year.
However, the development remains stagnant. Its realisation would necessitate a new environmental assessment and would face serious challenges: its high cost (over 319 million euros) and its impact on the ZEC Teno-Rague, as all planned routes would traverse this area, which is rich in cetaceans.
The College of Engineers is unequivocal: “Is Fonsalía the only alternative? Currently, yes. Is the existing defensive project aligned with sustainable development principles? We do not believe so.”
Despite this, the site does have advantages: reserved land (which Pintor describes as a “blank canvas”) and greater depth, allowing for the docking of modern ferries. However, bringing this proposal to fruition would not be immediate: a minimum of ten years would be necessary to make it a reality.
Granadilla: A Port with Capacity but Lacking Geographical Logic
The port of Granadilla stands as the only feasible alternative in the south that is fully operational. Although it possesses the capacity to function, its location makes it less practical. The increase in maritime routes is substantial: 70% more to La Gomera and 22% more to La Palma and El Hierro. This equates to an additional 4,800 navigation hours annually and 145,100 extra nautical miles, resulting in increased fuel consumption.
The report emphatically states: “Granadilla does not provide sufficient advantages to offset its less favourable location. No shipping company has expressed interest in operating from
The Dean of the institution expresses doubts: “The worth of a port lies not in its construction cost, but in what it produces.” He cautions that selecting this option could vastly prolong travel times, potentially leading users to favour alternative forms of transport.
In this context, experts dismantle the proposal: “The rationale for inter-island transport is not solely based on capacity, but also on geometric efficiency,” the report states. In their view, converting it into an alternative would be “a technical and political miscalculation.”
Santa Cruz: The maritime gateway to the Canary Islands, eliminated
Among all the alternatives scrutinised, the port of Santa Cruz de Tenerife is identified as the least feasible option for connectivity with the green islands, leading to its dismissal from a technical perspective. Although it currently represents the island’s port infrastructure with the highest number of passengers – 7,383,541 individuals and over 18,000 vessels between January and December 2024 – its primary role is focused on routes to Gran Canaria and long-distance travel, such as cruise ships, with 590 planned stops for that period.
Nevertheless, its considerable distance from the Western Islands – 47% greater than from Christians and 75% more than from Fonsaly – renders it an unappealing choice for inter-island transit. Furthermore, its configuration prevents the operation of staggered routes among multiple islands, restricting its effective usage.
Shipping companies also show little interest: at present, only weapons-transmediterranean maintains a weekly link with the green islands. The port’s location disrupts the inter-island logic of proximity, leading to increased operational and environmental costs. Indeed, efforts to bolster this route have been unfruitful due to a lack of tangible demand.
