The elimination of the AIEM island tariff on cement produced in the south of Gran Canaria, at the plant owned by the Brazilian group Votoratim and the Asturian company Masaveu, which bears a Canarian name, would pave the way for international operators capable of supplying the Canary Islands from logistics hubs less than 72 hours away by sea.
The development of new infrastructure, such as the Gran Canaria railway or hotel investments in Maspalomas, could benefit from a reduction in costs. Investments of €2.000 billion are planned for the medium term.
Among the major candidates are cement groups with a strong export presence in the Mediterranean and Atlantic, such as Cemex (former owner of Ceisa with a 50% stake), LafargeHolcim, Cimpor, the Moroccan Ciments du Maroc (Heidelberg Materials), or even Grupo Cementos Portland Valderrivas (owned by Inmocemento, Carlos Slim), with established port terminals in the Peninsula and the Maghreb.
From Morocco, the Ciments du Maroc plant in Safi and the El Aaiún plant in the Sahara—one of the largest cement hubs in the Maghreb—have the capacity to produce more than 2,2 million tons annually, with direct access to the port and very competitive logistics costs. Exporting from this location to the Port of Las Palmas requires just 48–56 hours of maritime transit, and there are already maritime operators with regular routes.
In Portugal, the industrial port of Sines has a cement terminal operated by Secil (Semapa group), with a bulk cargo capacity exceeding 800.000 tons per year. In addition, Cimpor—currently owned by the Turkish group Oyak—maintains active plants in Alhandra and Loulé, well connected to intermediate ports. Portugal's tax advantage and direct maritime access could allow them to ship product to the Canary Islands at lower costs than the current production costs at El Pajar, owned by Votoratim and Corporación Masaveu.
All of the above depends on the European Commission removing the AIEM tariff barrier, which has become a tax dinosaur for Canarian businesses and families, starting in 2027 (a matter being negotiated in 2025).
In Andalusia, from Cadiz, the LafargeHolcim group has a presence via its Jerez de la Frontera plant and access to port terminals with highly efficient logistics. Maritime transit times from these ports range between 36 and 48 hours, allowing them to compete head-to-head if the AIEM barrier is removed.
In the Spanish Mediterranean, Cemex operates in Valencia and Alicante with export-ready terminals. Its logistics capacity is robust: more than 1,5 million tons per year from the Levantine coast alone. From Valencia, shipment to Gran Canaria takes 60 to 70 hours, and the price per ton ex-works is 8–12% lower than that of Ceisa in El Pajar, according to market estimates.
With these capabilities, liberalizing the Canary Islands market without AIEM would allow for the entry of foreign products under more advantageous price conditions, especially for public projects that prioritize awarding contracts based on cost.
