The company will invest nearly €500m on these projects. For these projects, the company has drawn funds under Project Finance Scheme with various financial institutions.

In Spain, OPDEnergy will construct seven PV plants with a combined capacity of 300MW. These plants will be open at Extremadura, Andalucia and Aragon, and are expected to commence operation by end of next year.

OPDEnergy intends to develop a 50MW capacity at La Fernandina solar plant in Extremadura. At Andalucia, the firm will build two 50MW capacity plants – each at Puerto Real of Cadiz and Alcala de Guadaira of Seville.

The company will also develop 148MW capacity, which will be distributed among the new solar facilities to come up in Los Belos of Zaragoza and Montesol of Teruel and their extensions.

In Chile, the company intends to build a 50MW capacity solar facility. Construction of this plant will be carried out within the framework of 176GWh per year block of energy award secured by the company during the public energy tender in 2016.

In Mexico, OPDEnergy will commence construction of 107MW ‘Andalucía’ solar plant in Coahuila de Zaragoza state and a 37MW solar plant in Aguascalientes state.

OPDEnergy CEO Luis Cid said: “The lever of diversification in the energy mix, opting not only for photovoltaic solar energy but also for wind and hydro.

“And the lever of globalisation, which we started off in Italy where we built 49MW, England with 74MW completed and now with Mexico and Chile in 2019 that will allow us to grow organically and sustainably in order to carry on expanding our current portfolio in development of more than 5,000MW (5GW).”

In addition to the global solar projects, OPDEnergy is developing various projects in other markets such as the US and Italy.

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The report shows that since the introduction of the rules in 2011, larger European airports have become more transparent when taking decisions about these charges. In general, consultations between airports and airlines, as required by the directive, are now being carried out and Member States’ independent supervisory authorities have been set up. However, problems identified at a number of important airports show that the directive has not been applied consistently across the EU and further monitoring of the situation is needed. Largely as a result of the development of a true European aviation market and the competition that this has brought, EU airports have gone through an important transformation of their businesses, which also has an impact on the setting of airport charges.

Commission Vice-President Siim Kallas, responsible for transport, said: “This is about value for money for airlines and of course ultimately passengers. If European airlines are to respond to the challenges they face, and continue to provide intra-EU and global connectivity, it is essential that competitive airport services be available. This is the goal of the airport charges directive, which we must see consistently and thoroughly applied all over Europe.”

In order to promote a more consistent application of the directive and more cooperation among Member States’ independent supervisory authorities, the Commission is establishing the Thessaloniki Forum of Airport Charges Regulators. The first meeting of this forum, hosted by the Greek Presidency of the Council of the European Union, will take place in Thessaloniki on 13 June. The forum will meet regularly in the future.

Background information

The report takes stock of Member States’ implementation of the airport charges directive, which was adopted at EU level in 2009 and became applicable in 2011. The directive sets out a number of principles on airport charges to be followed by the main airport in each Member State and all airports handling more than 5 million passengers per year and provides for the setting up of independent bodies for the monitoring of its application:

• Consultation: airports should consult airlines regularly on charges, in particular when changes are made.
• Transparency: airports are obliged to share certain information on the costs of runways and terminals with their airline customers.
• Non-discrimination: airports should not discriminate among airlines. The directive does not prevent the modulation of charges for issues of public and general interest (e.g. environmental charges) but the criteria should be relevant, objective and transparent.
• Independent supervisory authority: each Member State must set up or designate an independent supervisory authority (ISA), responsible for the supervision of the directive’s application.
• The Commission report draws on the results of a study on the application of the directive, based on surveys among the main stakeholders and analyses of charges applied at a sample of European airports.

The airport, which is situated 12km from Barcelona city centre, is a major hub for the Catalonia region. It is run by Aeropuertos Españoles y Navegación Aérea (AENA – Spanish airports and air traffic agency), a publicly owned body which manages 60 other major airports in Spain and Latin America and which is responsible to the Spanish government via the Ministry of Development.

The major expansion of Barcelona International Airport is in response to the projected increase in Spanish air traffic. In 2001, the number of passengers passing through the airport was 20.7 million, by 2005 this had increased to 27.1 million.
The 10% growth of passenger traffic in 2007 made Barcelona the second-largest airport in Spain. By the end of 2007 the figures showed 32.8 million (a 15% increase over 2006). However in 2008, Barcelona Airport handled only 30 million. The construction of a new satellite building connected to the south terminal is expected to increase Barcelona’s annual capacity to 70 million passengers.

The airport has links to 50 European Union cities, 40 in other countries as well as 30 domestic destinations, and operates over 1,000 daily flights.

Contractors and construction

The development, in preparation for the 1992 Olympics, required the construction of a new terminal, which was designed by Ricardo Bofill. The expansion project was undertaken by a joint venture team lead by Bovis Lend Lease.
The joint venture team consisted of Bovis Lend Lease, Eurostudios SA and Inocsa Ingenieria SL. The expansion and related infrastructure work required an investment of £780m over the four-year period.

The work undertaken for the expansion included several major construction projects. The first of these was a six-gate extension to the airport’s existing North Terminal, followed by the construction of a new midfield terminal of 470,000m² and a new air traffic control tower.

The aircraft handling facilities were also upgraded, starting with the construction of a third runway (07R/25L) parallel to the current 07L-25R, an aircraft apron of 800,000m² and a system of taxiing strips.

In addition, the project also required new car parks and new service buildings for logistical, industrial and aircraft servicing activities, as well as new hotels and security buildings.
The inter-modal nature of the airport has been emphasised by being remodelled around the current road access, extending it to the new intra-runway terminal, at the same time as introducing new accesses to the industrial, logistics and service areas.
Rail and road infrastructure
Contributing to transport integration is a new railway station for conventional and high-speed trains in the new terminal.
The new railway and underground nucleus are located beneath the terminals allowing passengers ease of access and saving space. The airport rail system connects the airport to the Spanish AVE network, and to both line 2 and line 9 of the Barcelona Metro.

The airport is also accessible by RENFE commuter train on the C10 line, which runs from Estació de França, with a major stop at Sants train station, providing transfer to the Barcelona Metro system.
The exploitation of railway transport to and from the airport is the remit of the local operators Metro, Catalonia Railways and RENFE, and high-speed rail transport by GIF.

A study showed that the mode of transportation to the airport was heavily biased towards individual transportation (79.5%), while shared transport accounted for 20.5%. The aim for the future is to try and tip the balance towards shared or public transport by provision of highly efficient rail systems.
The south terminal, the satellite terminal and the cargo centre will have their own access roads from the adjacent C-31 motorway.
Communications systems
As part of the expansion and upgrade of airport services Barcelona installed a state-of-the-art communications network. The system, from Nortel Networks, was based on a Gigabyte Ethernet system, which now supports the airport’s service and security systems. The network replaced the airport’s Asynchronous Transfer Mode (ATM) network, which was out of date.
The network is based on Nortel Networks’ BAYSTACK Ethernet switches and PASSPORT 8100 and 8600 multiservice switches. It features multi-link trunking that allows for fail-safe connectivity to the network centre.
The system also provides many sophisticated services to airport users with a minimum of additional infrastructure investment.
These services include secure Virtual Private Networks (VPN) for businesses inside the airport, IP (Internet Protocol) telephony, WiFi and other live data services such as flight information transfers to laptops and PDAs.

South terminal and further expansion

The continuing expansion of Barcelona (El Prat) (the Barcelona Plan) saw a new south terminal begin construction in 2005-2006 as part of a new masterplan to take the airport up to 2018 and give a capacity of over 70 million passengers a year.

The south terminal (a third terminal building) was designed by Ricardo Bofill. A new third runway (07R/25L) is already complete. The new south terminal opened in June 2009.

A further satellite terminal is now also included in the masterplan with a completion date of 2012 (this will give the airport a capacity of 70 million passengers a year). During the new expansion period the airport grew in area from 8.45km² to 15.33km².

Terminal 1, or the south terminal, consists of a 544,000m² infrastructure area. The surface area of the apron is 600,000m². The area allocated to public spaces is 155,200m². Airport shops are spread over an area of 23,866m². The VIP lounge occupies 6,066m² while the baggage reclaim area occupies 20,000m².

The car park and service roadways occupy an area of 34,500m². Movement inside the terminal is managed using 49 moving walkways, 48 escalators, 26 ramps and 125 lifts.

There are 166 check-in desks, 101 boarding gates, 43 air bridges and 15 baggage reclaim carousels.

The new wave / curve roof terminal has been designed to be biased towards public transport although there will also be substantial facility for cars with a 12,000-space car park as well as access for cyclists via an exclusive cycle lane. The terminal, which will combine checking-in, shopping, boarding and an ‘intermodal lobby’ under one roof, will cover an area of 525,000m² and is expected to handle 55 million passengers each year.

The terminal roof is equipped with high sound insulation because of its mid-field position. The terminal is also set to have the first pneumatic refuse collection system ever installed at a Spanish airport. The system will transport waste materials from the point of origin through a network of underground pipes to the central collection point (supplied by ROS ROCA SA for €2.5m).

The airport is also undergoing expansion in several other aspects including: a new maintenance centre and an expansion of the cargo centre. By 2012 there will be a 150-acre aeronautical service and maintenance area, a 22-acre hangar, ten positions for medium-sized aircraft such as: B737, B757 and Airbus A340, 15 acres of apron space and 12 acres of industrial area.