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Focus Harbours – Sicily, 6th chapter

BARBARA BORGONOVO — Tue, 14 Apr 2026 10:29:12 +0000

Historically, a crucial hub for maritime trade, the island offers pleasure boaters a very limited number of marinas, despite its enormous potential

by Paolo Viola and Niccolò Volpati

Trinacria is the ancient Greek name for Sicily. It derives from the words treis (three) and akra (promontory), specifically referring to the island’s main promontories: Capo Peloro in the north-east, Capo Passero in the south-east, and Capo Boeo or Lilibeo in the west. These strategic points, in turn, mark the great Sicilian coasts: the Tyrrhenian in the north, the Ionian in the east, and the southern coast facing the Strait of Sicily. Then, there are the Aeolian Archipelago (Alicudi, Filicudi, Salina, Lipari, Vulcano, Panarea, Stromboli), the Egadi Islands (Favignana, Levanzo, Marettimo), and the Pelagie Islands (Isola dei Conigli, Lampedusa, Lampione, Linosa). As well as the more solitary islands of Ustica and Pantelleria. Sicily, in other words, is, and has always been, a crucial naval hub.

Siracusa.

Despite this vast geographic heritage of unparalleled beauty, and although today the island boasts several smaller harbours – 84 in total – the ports that can be classified as real marinas are only 18. This is indeed a shame, because Sicily, as is well known, is a highly sought-after tourist destination, whose waters are often navigated by both large and small yachts which, however, struggle to find a docking place.

Until recently, the northern coast only had Marina di Villa Igiea, close to Palermo. In recent years, and solely thanks to a series of private initiatives, two new marinas facing the Aeolian Islands have been completed: Portorosa and Capo d’Orlando. In the south, Marina di Ragusa is well organised, while in the east, between Catania and Messina, the only available point of contact is Marina di Riposto, which, however, is still under construction. Furthermore, we should not forget hurricane Harry, which caused significant damage on the island. It wrought havoc in Porto Rossi, Catania, and only caused minor damage, fortunately, at Marina di Santa Maria Maggiore, near Milazzo.

Catania.

As always, there is both good and bad news. Let’s begin with the bad. Marsala was expected to see the construction of a port by 2019, featuring over one thousand berths and moorings for yachts up to 75 metres long. The project included a complete restoration of the city’s waterfront. It was very promising, especially because the strategic islands of Favignana, Marettimo, and Levanzo – collectively the Pelagie– are nearby and continue to attract many tourists. However, nothing came of it. The same fate befell the coast of Trapani. The concession was granted to the Marsala Yachting Resort in 2016, but it was withdrawn four years later. As a result, the project literally shipwrecked. Massimo Ombra, the company’s CEO, stated that he was expecting public funding to build the breakwater. However, the funds never materialised.

Less serious, but still far from commendable, is the situation in Termini Imerese: the Harbour System Authority is using this location to shift container traffic away from the port of Palermo, thereby damaging the historic and charming hamlet that overlooks the port. Several years ago, the Municipality of Termini Imerese, which then managed the port, unanimously approved a Regulatory Plan to dedicate the port to pleasure boating and cruise tourism, with only a portion reserved for commercial traffic.

There are only six marinas capable of accommodating yachts of 50 metres or more: Villa Igiea, Cala del Sole, Marina di Ragusa, Porto Xiphonio, Marina di Riposto and Capo d’Orlando Marina.

Another delay in the development of Sicilian ports is seen in the valuable area of Taormina. A project had been prepared – and, it appears, approved – to build a marina on the promontory overlooking the town of Giardini Naxos, very close to the well-known tourist spot. The same project also included – unfortunately – the approach of a cruise ship just off the city’s large urban beach. After prolonged hesitation caused by the company’s bankruptcy, the project fell into disuse. This might be for the best, considering the severe impact it would have had on the stunning bay of Taormina. Who knows?

The marinas of Sicily

Porto di San Vito Lo Capo, www.sanvitoweb.com
Marina di Castellammare, www.marinadicastellammare.it
Marina di Balestrate, www.marinadibalestrate.com
Marina Villa Igiea, www.marinavillaigiea.it
Marina di Termini Imerese, www.artemarnautica.com
Capo d’Orlando Marina, www.capodorlandomarina.it
Marina di Portorosa, https://portorosamy.com
Marina del Nettuno, www.marinadelnettuno.it
Marina di Riposto, www.portodelletna.com
Porto di Xiphonio, www.portoxiphonioaugusta.it
Porto Grande Siracusa, www.marinayachtingsr.it
Marina di Marzamemi, www.portoturisticomarzamemi.it
Porto Turistico Marina di Ragusa, www.portoturisticomarinadiragusa.it
Marina di Cala del Sole, www.marinadicaladelsole.com
Marina di Sciacca, www.marinadisciacca.com
Marina Salina, www.marinasalina.it
Marina Pignataro, www.portopignataro.it
La Darsena, www.ladarsenafavignana.com

But, let’s hear the good news. Despite the often overly optimistic claims of local officials, we should now be very close to completing the port of Sant’Agata di Militello. It will be a facility capable of accommodating fishing and pleasure boats which, once the road network has been improved, should start operating at full capacity. Another positive example worth mentioning is the nautical base in Trapani, managed by Marinedi, which is already fully operational. Here, the intervention focused not so much on the berths but on providing services and dry berthing for yachts up to 140 metres in length. There was no disruption or cementification; quite the opposite: the initiative involved reclaiming unused port areas to create year-round jobs.

Overall, the potential of tourist marinas in Sicily has not yet been fully realised. This is a significant loss, as, besides a “residential” boating activity – mainly involving Sicilians and the numerous fishing boats (which are fortunate to exist) – there is also considerable transit traffic that could be captured. The island’s geographical position in the centre of the Mediterranean is undoubtedly an advantage in this regard. Furthermore, neither Sicily nor its smaller islands lack tourists, and busy routes to Malta, Greece, and Sardinia further underline the opportunities available.

Palermo.

There are three large marinas: Marina di Ragusa with 700 berths, Marina di Portorosa with 650 and Marina di Balestrate with 645 berths.

The total number of berths on the island is 18,482. Not insignificant (only Sardinia and Liguria have more), but we shouldn’t be misled by this figure. The coastline, including minor islands, spans 1,637 metres, and along that coast, there are only 18 marinas that qualify as such. This translates to roughly one marina every 90 miles. So, while the island does have berths, they are mainly suitable for medium-small boats. There are only six marinas capable of accommodating 50-metre yachts. Come on, Sicily, boating is rooting for you!

* Paolo Viola

Paolo Viola (Naples, 1936) is an engineer and urban planner specialising in harbour design, head of the “Marina & Waterfront” area at WiP Architetti s.r.l., ranked among the top 100 architecture and design firms in Italy. He founded the Master’s programme on“Sustainable planning and design of harbour areas” at the Università Federico II° in Naples and is the author of the book “Porti turistici, approccio multidisciplinare per una strategia progettuale integrata” (Marinas, a multidisciplinary approach for an integrated design strategy – Flaccovio, 2010).

Focus Harbours – Sicily, 6th chapter – Barchemagazine.com – Excerpted from Barche, April 2026)

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Focus Harbours – Calabria and Basilicata, 5th chapter

BARBARA BORGONOVO — Fri, 13 Mar 2026 07:03:09 +0000

So much coastline, so few ports and so few moorings. But it’s never too late to remedy that

by Paolo Viola* and Niccolò Volpati

This had already been understood at the time of the Magna Graecia colonies and also during the maritime republics in medieval times. The Tyrrhenian and Ionian coasts of Calabria are key hubs. Ships, many of which came from France and were bound for the Holy Land, stopped at Roccelletta, in the Gulf of Squillace, before continuing to Palestine. After all, there was no naval blockade, and they were not attacked before reaching their destination. The reverse route was also valid. Those who set sail from the east stopped at Crotone or Sibari before heading for Sicily. After all, even today, the routes have not changed much. Many yachts are sailing in these waters bound for Malta, Greece or Turkey, particularly pleasure boats, i.e. yachts over 24 metres in length. Yet there are no ports, especially for transit. Politicians and administrators in ancient times were probably more forward-thinking than their modern counterparts.

Agropoli.

Tropea

Many yachts and superyachts sail along the coasts of Calabria and Basilicata, heading for Malta, Greece and Turkey, but there are no ports where they can dock.

Calabria and Basilicata border both the Tyrrhenian Sea and the Ionian Sea, which is why we have decided to treat them together. Another reason is that the Basilicata coastline measures a total of 70 kilometres, which, added to the 788 kilometres of the Calabrian coast, makes a total of more than 850 kilometres, over 10% of the Italian coastline. There are very few marinas and, consequently, very few berths. There is no mooring for yachts measuring over 55 metres. Moreover, this size is only accepted in Tropea or Roccella Jonica, where the maximum length is 50 metres.

The marinas of Calabria and Basilicata

Maratea, Maratea, www.maratea.info
Cetraro, Cetraro Marina, www.portocetraro.it
Tropea, Tropea, www.portoditropea.it
Taureana di Palmi, Palmi, www.portodigioiatauro.it
Porto delle Grazie, Roccella Jonica, www.portodellegrazie.com
Marina Laghi di Sibari, Sibari, www.marina-sibari.it
Marina di Policoro, Policoro, www.marinedi.com/marina-di-policoro

The Tyrrhenian Sea offers an extraordinary opportunity that seems to be overlooked: the presence of the Aeolian Islands off the coast, stretching from Tropea to Scilla – accessible from the north by both rail and motorway, before crossing the Strait! – which should activate a port competing with those of Milazzo, Porto Rose and Capo d’Orlando in Sicily. It would be sufficient, for example, to adequately equip the port of Vibo Marina, just a bit further north, which is underused for commercial traffic and severely penalised for recreational boating, or to sufficiently expand the marinas of Palmi and Scilla.

Chianalea

Marinas could also offer maintenance services, capitalising on the revenue generated by mega yachts.

Maratea

Then there is the Strait. It is one of the most legendary places in the Mediterranean, in the true sense of the word, the most celebrated, desired by all sailors and yachtsmen. The waters are crystal clear and teeming with life and, at the same time, home to ancient and colourful deep-sea fishing traditions (swordfish!). On one side, the Aeolian Islands are just a few miles away; on the other, Malta and the Pelagie Islands are a little further away. Everything suggests that the two shores of the Strait should be the capital of international yachting: large ports with large boats that come to spend the winter there, crews enjoying the urban presence of Reggio and Messina, shipowners using the airports of Catania, Reggio and even Lamezia, close to the sea on both sides, and enjoying magnificent places such as Taormina, Mount Etna and Aspromonte. But none of this is the case.

Policoro

Marina Laghi di Sibari and Marina di Policoro are hybrid structures, i.e., seaside villas with private moorings. They are more suited to permanent tourism than to tourists passing through.

On the Ionian coast, another curious case is the two marinas called Laghi di Sibari and Marina di Policoro (Marinagri), organised like Port Grimaud in Provence, or, much more simply, like Punta Faro in Lignano Sabbiadoro, between Venice and Trieste. This type of marina, which originated in Lignano Sabbiadoro in the early 1970s and was then called “Terra-mare” (land-sea), consists of a series of navigable canals dug near the coastline, overlooking residences with their own private moorings. Subsequently, one was built in New York Bay and then, in large quantities, in Miami.

Tropea

Cetraro, Tropea, and Roccella are well-equipped marinas
that, however, cannot meet high demand, especially during
the summer season.

The Laghi di Sibari were created in the mid-1970s through land reclamation by a group of entrepreneurs from Friuli. The entire complex consists of four peninsulas, each comprising 30 to 50 villas, and the internal dock is accessible via a canal. The draught in the pier is two and a half metres, and the width of the canal is six metres; therefore, the maximum size of boats allowed cannot exceed 18/20 metres in length. In addition to numerous berths, the complex includes shops, a hotel, a shipyard and several sports facilities. Today, Friulian entrepreneurs have almost wholly disappeared, and a laborious relaunch has been underway for some time. The hope is that, as in the days of Magna Graecia, people will understand what the Calabrian and Lucanian coastline is still today: a place to intercept passing ships and provide them with the services they need, in a word: to build a port, not a resort.

* Paolo Viola

(Focus Harbours – Calabria and Basilicata, 5th chapter – Barchemagazine.com – Excerpted from Barche, March 2026)

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Marinas: If you say quality, then look at D-Marin

BARBARA BORGONOVO — Fri, 06 Feb 2026 17:19:27 +0000

Twenty-six marinas across nine countries, with ten having been acquired and refurbished in the past two years, offering 14,000 berths and serving 50,000 customers. These are just some of the figures (expected to grow) for D-Marin, a leading international group in luxury marina management.

by Chiara Risolo

From Spain to the Emirates, passing through France, Malta, Italy, Croatia, Albania, and Greece, from 2003 – the year of its foundation – to the present, there has been a succession of investments aimed at ensuring shipowners, captains, and crews an impeccable experience in terms of quality, services, and facilities.

Naturally, Italy, which, as is well known, boasts over 8,000 kilometres of coastline, plays a decisive role in the list of strategic landing places. Oliver Dörschuck, CEO of D-Marin, explained it very well: “Italy is a key market for us and represents our largest regional presence. It is at the heart of Mediterranean navigation and is home to one of the most sophisticated nautical communities in the world. It is a country that combines long-term structural demand with the opportunity to further enhance the marina experience through premium hospitality, modernisation and digital innovation“.

At present, D-Marin’s premium Italian marinas are Punta Faro, Marina degli Aregai, Marina di San Lorenzo, Marina di Varazze and Porto Mirabello, which will soon be joined by the inauguration of Marina Livorno, which will be able to accommodate yachts up to 80 metres in length.

One of the group’s key strengths is undoubtedly its ability to uphold exceptionally high standards while respecting local identity, which provides invaluable assurance, especially in Italy, the epitome of biodiversity. Additionally, there is a strong focus on digitalisation: the D-Marin app, used by over 19,300 clients, enables them to manage their stays, services, and payments before, during, and after their arrival at the marina. But that’s not all. Through the app, users can also access smart solutions developed by the group, such as Smart Sensors and Smart Pedestals, which enable remote monitoring of boats and consumption, contributing to greater safety, control and peace of mind. To date, D-Marin has installed over 10,000 Smart Sensors and more than 2,500 Smart Pedestals within its portfolio.

And then there is Latitude, the new premium membership programme for annual customers, launched as a pilot project in Turkey and set to be replicated in other marinas by the end of 2026. It was created to strengthen the sense of belonging to the D-Marin group, through an even more fluid, recognisable and integrated experience across different destinations, thanks to integration with the group’s digital ecosystem and a series of privileges designed to simplify navigation and time management in the marina. Specifically, members will benefit from a curated selection of exclusive privileges, including annual mooring benefits, additional Happy Berth Days, integrated Smart Sensors, extra days in the shipyard, additional parking, complimentary beach access where applicable, and a premium welcome gift box.

For guests sailing in the Mediterranean, including transfers to and from Italy, Latitude will reduce administrative procedures. But that’s not all: “We remain open to further investment where there is strategic consistency and the opportunity to create long-term value. We will continue to evolve our services through technology and training in hospitality, always with the same goal: a more fluid, connected, and rewarding nautical experience. This path is also supported by important group-level recognitions, in particular the EcoVadis Gold Medal, which places D-Marin among the top 2% of companies worldwide for ESG performance, demonstrating our commitment to responsible, long-term growth,” says Dörschuck.

(Marinas: If you say quality, then look at D-Marin – Barchemagazine.com – February 2026)

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Lavagna Marina: F2i fund wins the concession

BARBARA BORGONOVO — Mon, 19 Jan 2026 14:07:04 +0000

F2i’s infrastructural fund secured the 50-year concession for the management of Lavagna Marina, following the tender issued by the Municipality of Lavagna in 2025.

The marina is located in the Tigullio’s Gulf (Genoa) and currently has approximately 1,500 berths for vessels ranging from 8 to 51 meters, making it one of the most important Italian ports in terms of available moorings. Over the next four years, the concessionaire F2i Levante, controlled by the ANIA F2i Fund, will invest €75 million to modernize and develop the marina and to enhance its integration with the city of Lavagna, benefiting both the local community and tourists. These initiatives aim to meet the main objectives set out in the tender, managed by the Liguria Region as the Contracting Authority on behalf of the Municipality of Lavagna. The new entity will be named Marina di Lavagna, and all current employees will be retained; as required by the tender, the concessionaire will take over operations and staff from the outgoing operator without interruption.

The main areas of intervention will include five key projects: the redevelopment of the area known as the “Piastra” and the breakwater pier, the burial of the municipal parking lot, the creation of walkways along the breakwaters, and the construction of a dry dock facility.

Great attention will be paid to the quality of customer service, and thanks to improvements to the infrastructure, the marina will be able to accommodate larger vessels, thereby expanding its target market.

Giuseppe Pontremoli, a manager with extensive experience in port management, has been appointed CEO of F2i Levante. “With the award of the Lavagna Marina concession”, said Renato Ravanelli, CEO of F2i, “we continue our strategy of investing in Italian infrastructure and enter, for the first time, the prestigious sector of marinas. The Italian marina sector is currently highly fragmented, and users demand ports with excellent services and the ability to accommodate increasingly larger vessels. The Mediterranean is the world’s leading destination for mega-yachts, yet it has a limited number of berths, and 50% of global production of these yachts is made in Italy, requiring winter moorings and maintenance facilities as well.”

F2i Levante is 99% owned by the ANIA F2i Fund and 1% by the Leonardo Consortium, which comprises companies specialized in civil and infrastructure works, and Injectosond, a company specialized in soil and foundation consolidation.

(Lavagna Marina, F2i Fund awarded the concession – Barchemagazine.com – January 2026)

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Marina Bahia Golfito, the ecoluxury destination at FLIBS 2025

BARBARA BORGONOVO — Thu, 18 Dec 2025 10:56:49 +0000

Marina Bahia Golfito presented its world-class ecoluxury yachting destination at FLIBS 2025 – the Fort Lauderdale International Boat Show, showcasing Costa Rica’s premier marina for megayachts and sportfishing in the heart of Golfito Bay.

Marina Bahia Golfito is one of the most vibrant destinations in Costa Rica, Golfito Bay is a marine “ecoluxury” worldclass yacht site. It is located by the lush mangroves of Corcovado and Piedras Blancas National Parks and it is home to some of the richest biodiversity in the world.

With abundant marine life and year-round opportunities, sportfishing enthusiasts can target a wide variety of prized catches including blue marlin, black marlin, stripe marlin, sailfish, yellowfin tuna, snapper, wahoo, and roosterfish.

The waters surrounding Golfito and the nearby Osa Peninsula are known for their rich ecosystems and exceptional sportfishing conditions. Beyond fishing, the region offers experiences such as snorkelling and kayaking trips among mangroves and nature, with comprehensive service and growing real estate devolopment for a nature retreat.

Marina Bahia Golfito is designed to accomodate the world’s most discerning yachts, offering slips for megayachts and vessels up to 350 feet in lenghth. The Marina combines exclusivity with efficiency, delivering a comprehensive suite of services tailored to the needs of owners, captains and crews.

Key amenities include:

On-site fuel dock for quick and convenient refueling
Helipad for seamless air-to-sea access
Expert immigration services to make your arrival smooth and hassle-free
Fast-tracked provisioning and parts services to keep you fully equipped for adventure

The team of Marina Bahia Golfito is formed of dedicated experts, from the charter concierge to the marina crew, is here to handle all the details—from licenses and regulations to customs and taxes. You can relax and focus on what really matters: enjoying your time in Costa Rica’s biodiverse paradise

Supported by a highly experienced team—from charter concierge to marina crew—Marina Bahia Golfito manages every detail, including licenses, regulations, customs and taxes. This full-service approach allows guests to relax and fully enjoy Costa Rica’s extraordinary natural surroundings.

For more information, visit: www.marinabahiagolfito.com

(Marina Bahia Golfito, the ecoluxury destination at FLIBS 2025 – Barchemagazine.com – December 2025)

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D-Marin: here is what the new Marina of Livorno will look like

BARBARA BORGONOVO — Tue, 16 Dec 2025 11:35:21 +0000

The renewal of Marina Livorno of D-Marin will deliver 815 berths for yachts ranging from 15 to 80 meters in length, with the first 336 berths already operational in 2026. Completion of the project is scheduled for autumn 2027.

The new D-Marin Marina Livorno is a project set to transform the heart of the Tuscan coast through sustainability, innovation, and integration with the urban fabric. Developed in collaboration with the Azimut Benetti Group, construction began in September 2025 and is progressing rapidly, with completion scheduled for autumn 2027. Marina Livorno represents a key milestone in D-Marin’s expansion in Italy, strengthening its presence alongside well-established marinas such as Punta Faro, Marina di Varazze, Porto Mirabello, Marina degli Aregai, and Marina di San Lorenzo. Located at the gateway to Tuscany, its islands, and the Corsican coastline, it will offer an important new starting point for exploring the Mediterranean.

Sustainability

Designed by the Florence-based architecture firm Marco Casamonti / Archea Associati, this €20 million marina adopts a circular, low–environmental-impact approach. Solar canopies, rainwater recovery systems, green walls, and natural elements replace traditional fencing, creating a marina perfectly integrated into the surrounding landscape. These solutions further strengthen D-Marin’s commitment to responsible marina management, recently recognized with the EcoVadis Gold Award for ESG performance.

Marina Livorno marks a new chapter in D-Marin’s journey to elevate the Mediterranean yachting experience by combining digitalization, sustainability, and a strong connection with the local community.

Smart, premium, and welcoming

Once completed, Marina Livorno will offer 815 berths for yachts ranging from 15 to 80 meters, with the first 336 berths becoming operational as early as 2026. Guests will benefit from 24/7 active security, concierge services, high-end dining, a curated selection of boutiques, and the full range of D-Marin digital services. These include smart pedestals with real-time consumption monitoring and remote control via the D-Marin App.

Marina Livorno will also join the “Happy Berth Days” loyalty program, which offers complimentary seven-day stays across D-Marin’s network of premium marinas. “Marina Livorno represents our belief that premium yachting and environmental responsibility can—and must—go hand in hand”, explains Andrea De Santis, Chief Operating Officer of D-Marin. “This marina was designed not only for yacht owners, but for the entire Livorno community: a place where innovation, sustainability, and the spirit of the city come together”.

Livorno and its connection to the sea

Beyond the marina itself, the project restores the city’s historic relationship with the water. The Bacino Piccolo will become a vibrant water square, while the Molo Mediceo will be opened to all citizens with public quays, green areas, and leisure spaces, dedicated parking, and a waterfront promenade extending into the heart of the historic port. Improvements to traffic flow and circulation will allow the swing bridge to remain open more frequently, facilitating access for both residents and visitors.

For more information about Marina Livorno, visit: www.d-marin.com/it/d-marin/livorno/

Photo Courtesy D-Marin

(D-Marin: here is what the new Marina Livorno will look like – Barchemagazine.com – December 2025)

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Focus Harbours – Campania, 4th chapter

BARBARA BORGONOVO — Tue, 11 Nov 2025 11:46:41 +0000

Boaters from all over the world love sailing among the islands of Campania. Much has been accomplished in terms of facilities, but there is still much to be done. The 2027 America’s Cup, to be held in Naples, will undoubtedly provide a valuable opportunity for development

by Paolo Viola and Niccolò Volpati

There is no shortage of berths, with over 17,000, about the same number as in Tuscany and just under those in Sardinia, Liguria, and Sicily. Moreover, Campania’s coastline is very extensive. Suppose you count the central islands, including Capri, Ischia, and Procida. In that case, it reaches approximately 480 km, with an impressive number of landings, particularly from the mouths of the rivers Garigliano, Volturno, and Agnena. Further south, Mingardo, up to Sapri, you can count about seventy! Many are small landings intended for small watercraft and boats owned by fishing enthusiasts. Still, others are actually well-organised marinas, such as Marina di Stabia, d’Arechi, di Camerota, and, obviously, Capri, Ischia and Procida, which abound in facilities. The reasons for this, in addition to the coast’s topography, are also historical. The Kingdom of Naples strongly relied on seafaring, and, even before that, the Roman Empire had established its own military port in Pozzuoli.

Marina d’Arechi is a modern facility with a thousand berths, capable
of accommodating superyachts of up to 100 metres in length.

If you look at Campania’s coastline from north to south, it could be divided – disregarding administrative boundaries – into four different areas: the Casertano (from Formia to Capo Miseno), the Gulf of Naples (from Capo Miseno to Punta Campanella, including Capri, Ischia and Procida), the Salernitano (from Punta Campanella to Paestum), and Cilento (from Paestum to Sapri). Each of these areas exhibits a notable degree of uniformity, both in the morphology of the coast and in its utilisation. But there are also significant differences between them.

In the region of Caserta, the coast is low and dominated by landings in the mouths of rivers, which are used only by smaller boats due to the barrier that forms with every rainfall, making the entrances entirely precarious. There is a ‘draft’ of a Marina called “Pineta Mare”, which has never been completed and would require quite a lot of restructuring work, stretching from the mouth to the seabed and the docks. If modernised, it could no doubt entirely change the face of this area, which is currently in a state of severe degradation. But this is Castel Volturno, and unfortunately, no one dares touch it!

The marinas of Campania

Sud Cantieri Marina, Pozzuoli, www.sudcantieri.it
Mergellina, Napoli, www.marinamololuise.com
Santa Lucia, Napoli, www.ormeggioslucia.com
Marina di Stabia, Castellammare di Stabia, www.marinadistabia.it
Castellammare di Stabia, Castellammare di Stabia, www.stabiamainport.com
Porto di Amalfi, Amalfi, www.portodiamalfi.com
Marina d’Arechi, Salerno, www.marinadarechi.com
Agropoli, Agropoli, www.portodiagropoli.com
Acciaroli, Acciaroli, www.marinadiacciaroli.it
Marina di Camerota, Camerota, www.portodicamerota.it
Porto di Sapri, Sapri, www.marinaportodisapri.com
Ischia S. Angelo, Ischia, www.marinadisantangelo.it
Ischia Forio, Ischia, www.marinadiforio.it
Ischia Marina di Lacco Ameno, Ischia, www.marinadilaccoameno.com
Ischia Casamicciola, Ischia, www.marinadicasamicciola.it
Marina di Procida, Procida, www.marinedi.com/marina-di-procida
Marina di Capri, Capri, www.portoturisticodicapri.com

Campania has many bays where you can drop anchor and enjoy the tranquillity of the sea, away from the hustle and bustle of the docks. One of the best anchorages on the island of Procida is Chiaia, located in a large bay that opens onto the picturesque fishing village of Corricella. Those looking to anchor around Ischia should consider Baia dei Maronti, which is protected on one side by Capo Grosso and on the other by Punta Sant’Angelo. Another not-to-be-missed harbour is Marina Piccola on Capri. Although it has no facilities, it is perfect for a night of complete relaxation. Finally, the harbour of Baia di Positano is a jewel of the Amalfi Coast, located near the beach of Marina Grande.

A view of Procida and the Port of Chiaiolella, which can accommodate 315 boats of up to 45 metres in length.

In the Gulf of Naples, the three ‘urban’ marinas (Mergellina, Santa Lucia and Molosiglio) are always full, and, if we want to preserve the famous Neapolitan waterfront at all, these marinas cannot in any way be expanded. It would be easier to work with the small marinas and coves that can be found to the west of the city (from Posillipo to Marechiaro) or to the east (from Portici to Torre Annunziata, while the excellent Marina di Stabia would be perfect if it didn’t suffer from the missing execution of the ground work and consequent urban void which currently surrounds it). More difficult, however, is it to intervene on the Sorrento peninsula, with its high coast and high seabed, where only a few precarious landings and moorings could be built over time.

Positano, a charming and beautiful place particularly loved by those who enjoy pleasant locations.

The area around Salerno suffers to the north from the high Amalfi Coast, which offers its famous natural landscapes but very few opportunities for building ports or landings. The only exception is the two ‘urban’ ports of Santa Teresa and Masuccio, located in the region’s capital. However, the splendid Marina d’Arechi, situated a bit further south, constitutes a trustworthy resource, well-equipped and offering excellent services. It was supposed to be a port island, but had to be adapted to a new plan because the narrow strait that separated it from the coastline was entirely covered by land.

Lastly, Cilento is a region destined for prosperous tourist development, as it is cut off from the primary communication routes (the Salerno-Reggio Calabria route runs further inland, approximately 50 km from the coast). Therefore, the vast promontory that goes from Pestum to Sapri is still sparsely inhabited. However, this beautiful territory offers several interesting harbours (Agropoli, Castellabate, Casal Velino, Camerota, Scario, Policastro, Sapri), which in part need to be protected, expanded, equipped, but above all made accessible to larger yachts. To conclude, there is a considerable number of bays and coves that could accommodate small marinas, enriching the offer of moorings in an area that, thanks to its natural beauty, mild climate, and tranquillity, is rapidly developing into a high-quality tourism destination that is not only seasonal.

Bagnoli and the America’s Cup

Campania, however, is also the land of untapped opportunities. A shipowner like Aponte appears to have realised this, as dock rumours have it that he is interested in buying Marina di Stabia and is likely planning essential developments for the area. But perhaps the most significant example is Bagnoli and the former Italsider area. For those who enjoy browsing the internet, you may find a video by Istituto Luce featuring an old interview with Pietro Nenni, in which the journalist asks the socialist leader: What would happen here if one day Italsider were to cease to exist? Nenni’s answer was simple: “That’s impossible. The steel plant in Bagnoli will always be there!”. That is not exactly how things turned out, in the sense that steel production has since come to a halt; however, Nenni was partly right. Still today, this city cannot entirely escape the skeleton of Italsider, which still seems to linger in the closet.

Sant’Angelo d’Ischia is one of the most charming villages on the island. An oasis of peace and tranquillity, it is closed to cars and, with its characteristic narrow streets and houses built close together, is a typical example of Mediterranean architecture.

The number of berths in Campania is relatively consistent, but, with some exceptions, these are often small harbours for small watercraft. The Marina of Stabia, Mergellina in Naples, and the Marina d’Arechi in Salerno are the only ones that can accommodate yachts up to 100 metres in length. On the islands, Ischia has plenty of ports for mega yachts (Ischia Porto, Forio, Lacco Ameno, and Casamicciola). In Procida, the Marina di Procida is equipped for ships of up to 90 metres in length.

And yet, Bagnoli would be a perfect spot to develop marinas. The seabed is high, and it would be challenging to build a breakwater. Yet, such a construction could guarantee access even for mega-yachts. In addition, the old factory already has two piers, which were used to load and unload materials for Italsider. There are interesting projects that involve the construction of a marina with over 800 berths, of which more than 200 could be 24 metres long, if the two existing piers are utilised. What has hindered this development so far? Reclamation. The area in question is extensive and contains high concentrations of heavy metals and hydrocarbons. Recently, the Government found the resources to start construction works, and the announcement that Team New Zealand had chosen Naples as the venue for the 2027 America’s Cup has given operations a further boost. Precisely, the area of Bagnoli will be hosting the headquarters of participating teams, which means the area needs to be ready as early as next year.

Cetara is a small fishing village on the Amalfi Coast, nestled between the sea and the mountains. It is a niche tourist destination thanks
to its deep connection with traditional economic activities.

The exceptional event confers exceptional powers, and the Mayor of Naples has been appointed a commissioner. Procedures will likely be streamlined, and there will be some kind of “light” reclamation to avoid being late for the appointment. After all, the area between Coroglio and Nisida already offers summer buoy camps for approximately three thousand boats, and it is not as if the water is only polluted in the winter. In contrast, in the summer it is clean. In the past, the area was even granted a concession for a fish farm. From the famous dish sea bream all’acqua pazza (lit. ‘crazy water’), we had gone to sea bream all’acqua that smells like hydrocarbons. So why not do a reclamation that would make it possible to install the America’s Cup village? In fact, that is what will happen. The doubt we allow ourselves to express is: What will happen after this?

The Marina di Agropoli is a haven a stone’s throw
from the city centre. With around 1,100 berths,
it is the first port in the Cilento region.

The fact that the reclamation will be done is good news. Additionally, it will be completed within a specific timeframe, and Bagnoli will host the America’s Cup. However, all this would make even more sense if we already had a plan in place for developing the area after 2027. We hope that the Mayor, the Council, and the Government are already considering this. The former Italsider site, in fact, could be an area to moor mega yachts and offer the services they require. There is sufficient space on the land to build a yard that could accommodate refittings, and the entire area is already well-developed from a tourism perspective. Yachts and mega yachts sail through the Gulf, go to Capri, Ischia or to the Amalfi Coast. Therefore, having a new Marina that can accommodate them and facilities on land that make them want to stay even after the summer season is over would lead to a significant number of satellite activities, including job opportunities. In short, tourism, but not only. However, we want to remain optimistic and believe that our administrators share these reflections, and that they haven’t announced them yet.

* Paolo Viola

(Focus Harbours – Campania, 4th chapter – Barchemagazine.com – Excerpted from Barche, November 2025)

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Focus Harbours – Lazio, 3rd chapter

BARBARA BORGONOVO — Thu, 02 Oct 2025 12:14:26 +0000

Plenty of coast, few berths and future projects that do not bode well. Some, like the port of Ponza, have been the subject of litigation for years, while others, such as the immense one in Fiumicino, appear irrational and harmful

by Paolo Viola* and Niccolò Volpati

In Lazio, just like in other regions, the numbers are a faithful x-ray of the situation. Berths in the area are 8,855, approximately half the number in Tuscany and slightly more than one-third of the availability in Sardinia or Liguria. The Lazio coast, however, is no small matter – to the contrary, it is longer than the Tuscan coast: as many as 361 kilometres against just 290. Compared to Liguria, Lazio offers 100 kilometres more coastline. There is, therefore, no high density of port facilities and moorings since the characteristic conformation of the territory has not favoured any significant development. Almost everything there in terms of facilities was built “at sea”, beyond the natural coastline or at the mouths of rivers.

Gaeta Flavio Gioia

Nettuno

In the opening photo, the island of Palmarola is a nature reserve. Thanks to its unspoilt appearance and the variety of its coastline, it is considered one of the most beautiful in the world. Cala del Porto is the only landing place on the island of Palmarola. The ancient harbour in the medieval town of Gaeta offers moorings for sailing and motor boats up to 25 metres long. The marina is equipped with all water, electricity, sanitation, mechanical assistance and night watchman services. Inaugurated in 1986, the Marina di Nettuno covers a total area of 3,000 metres of quays with 15 piers and around 1,000 berths.

The area of the mouth of the Tiber, close to the capital, plays the leading role. Here, the river and the Trajan’s Canal (Fossa di Traiano) – which is a sort of drainage canal – embrace the Sacred Island (Isola Sacra) and make up one single large harbour-canal, equipped with berths and shipyards. It is a pity that not much is generally known about the marvellous hydraulic-maritime works of the Roman era in this area, with the great Imperial Ports of Claudius and Trajan, and, above all, with Trajan’s survived and largely ignored “Hexagonal Port”, a jewel of maritime archaeology that is now completely abandoned.

The marinas of Lazio

Porto di Civitavecchia, Civitavecchia, www.portofrome.it
Riva di Traiano, Civitavecchia, www.rivaditraiano.com
Marina di Santa Marinella, Santa Marinella, www.marinadisantamarinella.com
Porto Turistico di Roma, Ostia, www.portoturisticodiroma.it
Porto di Anzio, Anzio, www.portodianzio.eu
Marina di Nettuno, Nettuno, www.nettunomarina.com
San Felice Circeo Porto, San Felice Circeo, www.circeoprimo.it
Terracina, www.viviporto.it
Sperlonga, Sperlonga, www.portodisperlonga.it
Porticciolo Santa Maria, Gaeta, www.portoanticogaeta.it
Base Nautica Flavio Gioia, Gaeta, www.basenautica.com
Ponza Porto, Isola di Ponza, www.ponzamare.it
Cala Rossano, Isola di Ventotene, www.viviporto.it

Ponza

The port of Ponza is the landing point for those wishing to reach the island, 21 nautical miles from Capo Circeo. It is the largest of the Pontine Islands, which include Gavi, Palmarola, Zannone, Ventotene, and Santo Stefano.

Fiumicino

The wait for administrative authorisations for the new port at Fiumicino adds uncertainty to the construction project, delaying a project that has been pending for fifteen years and has been criticised by many.

The Tiber is a mixed blessing. Except for the Marina of Rome, which is located in Ostia, there is no other marina capable of accommodating a significant number of boats in this area. And yet, the Tiber has the highest concentration of boats in all of Europe. Most harbours are small and take advantage of the concessions of the many yards overlooking the river. However, over the years, administrators have shown a lack of vision, allowing for a less rational development of marinas. Let’s say that the governments and governors who have succeeded themselves over the past two thousand years have not lived up to the standards of Claudius and Trajan. A lack of care and attention accompanies the lack of vision and a rational development project.

One example is the bridge of the harbour-canal of Fiumicino, which has been broken for a few years now and no longer allows sailboats to transit. If the bridge no longer opens, it is impossible to reach the yards and berths that are further inland from the river, except with small motor units. More famously, but always in that same area, is the dire fate of the Fiumicino Marina, which has been the object of discussion for at least thirty years.

The project was initially conceived as a large marina for Roman pleasure boaters, but recently someone came up with the idea of a landing area for large cruise ships. The concession was given to Royal Caribbean, and the project was inserted in the government’s Jubilee Decree. It thus seemed to proceed at a fast pace, and just a few months ago, the area on concession was fenced off, with several protests from citizens and authorities alike, headed by the city mayor. The reasons behind the resistance against this project are many. First and foremost, due to the concession. Why is it a single concession that includes both the marina and the port for cruise ships? It would be more logical if they were two, assigned to two distinct entities. But instead, everything has been transferred to the cruise ship company. Also, just a little further north lies the port of Civitavecchia, where cruise passengers who wish to take a day trip to Rome disembark.

Riva di Traiano

The Porto Turistico Riva di Traiano, in the southern area of Civitavecchia, is a private marina covering an area of 25 hectares and has approximately 1,200 berths.

Civitavecchia is the second-largest port in Europe for cruise ships, and it is a public port. So why does a public entity give a concession to a private entity, thus competing against itself? Additionally, Fiumicino would be even more attractive for cruise ships, as it is located closer to Rome than Civitavecchia. When a cruise ship arrives, at least 5,000 people disembark, who tend to want to reach the capital in the shortest possible time. Traffic in the area around Fiumicino is already heavily congested, due to both the inadequate road network and the presence of the airport. Are we sure that adding coaches for 5,000 people is a rational idea? Moreover, “inserting the project within the Jubilee Decree provides a series of advantages from the point of view of the administrative rules concerning the application of environmental impact assessment”, as Pietro Spirito, former President of the Port Authority System of the Central Tyrrhenian, explained. More than a concession, it appears to be a sell-off to private entities to the detriment of an already functioning public harbour. Other concerns pertain to the entry of cruise ships into the harbour, as the seabed is seven metres deep and would need to be dredged to a depth of twelve metres.

“According to the project, outgoing ships, which, I remind you, are ships of 350 metres in length and 70 metres in height – says Mario Magliulo, former Commander of the Harbour Office of Fiumicino – will proceed in ‘reverse gear’ to reach an evolution basin, perform a 180 turn and then continue navigation into the open sea”. And despite the many doubts, the paradox is that this project is proceeding faster than others, precisely because of the Jubilee Decree, even though building a harbour, especially one like this, requires more than a few months.

Terracina

Terracina is a canal-port protected to the south by the Gregorian wharf and to the north by a reef wharf, inside which are two docks. Both banks of the canal are quayed and equipped with columns and mooring rings. Terracina can accommodate approximately 200 boats, up to 14 metres in length.

Civitavecchia, on the other hand, is a more notable example: a public commercial harbour used by ferries, cruise ships, and merchant vessels, as well as a marina – Riva di Traiano – that hosts over 1,100 boats. The mouth of the Tiber and Fiumicino do not provide the necessary guarantees to achieve something similar. So why not settle for just a marina project and disregard the one for cruise ships?

Marina di Santa Marinella is a well-connected landing place in Rome. It has 285 berths for boats up to 20 metres. The seabed is about 3 metres deep.

Lazio, however, does not just have a coast on the mainland; it also has the Pontine islands. And here, on the island of Ponza, you can witness a ritual that has already been seen in many other locations. The project for a marina, which is almost ten years old, is at Cala dell’Acqua, in the hamlet of La Forna, on the northwestern coast of the island. Initially, it was planned to provide 450 berths, but this was later reduced to 279 following opposition from the Public Works Department. The interesting aspect is that it provides for the recovery of the former Sapim area, which was previously used for mining. In addition to the recovery of an abandoned area, the CNR (National Research Institute) and Università La Sapienza di Roma have planned an infrastructure capable of generating electrical power through wave motion, thereby making the harbour fully self-sufficient in terms of energy supply. However, the Municipality of Ponza and the company Marina di Cala dell’Acqua Srl do not see eye to eye.

Ventotene

The port of Ventotene-Cala Rossano is one of the two ports on the Pontine Islands. The harbour has 40 berths available to accommodate boats not exceeding 24 metres in length and has a floating pier in the most sheltered part.

Recently, the Council of State, contrary to its previous decision, sided with the Municipality in the dispute. “Marina di Cala dell’Acqua Srl – says mayor Francesco Ambrosino – did not win the tender for the construction of the harbour but was selected at a conference of services held in 2016 for the presentation of a final project”. The following year, in 2017, the project received a series of negative opinions, in particular from the Civil Engineering Technical Committee for Maritime Works. The ruling of the Council of State established that it was not sufficient to adopt an urban variant to the Municipality’s Regulatory Plan because a programme agreement was needed. Following this ruling, the Municipality of Ponza will be required to issue a new public European tender and undergo a tendering process for services. “Our administration – the mayor continues – has always been favourable to the harbour and continues to be so, but we need procedural guarantees and clarity in the structure of the company that intends to perform the work. The harbour of La Forna needs to become a point of renewal, and for obvious reasons it cannot be handled recklessly: we would be accountable to future generations”.

* Paolo Viola

Paolo Viola (Naples, 1936) is an engineer and urban planner specialising in harbour design, head of the “Marina & Waterfront” area at WiP Architetti s.r.l., ranked among the top 100 architecture and design firms in Italy. He founded the Master’s programme on “Sustainable planning and design of harbour areas” at the Università Federico II° in Naples and is the author of the book “Porti turistici, approccio multidisciplinare per una strategia progettuale integrata” (Marinas, a multidisciplinary approach for an integrated design strategy – Flaccovio, 2010).

(Focus Harbours – Lazio, 3rd chapter – Barchemagazine.com – Excerpted from Barche, October 2025)

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Focus Harbours – Toscana, 2nd chapter

BARBARA BORGONOVO — Thu, 02 Oct 2025 12:13:58 +0000

Tuscany is the homeland of mega yacht shipbuilding and has many kilometres of coastline, but it offers only a limited number of berths for larger boats

by Paolo Viola* and Niccolò Volpati

After Liguria, it is Tuscany’s turn. In the last issue, we analysed the situation from Ventimiglia to Bocca di Magra, while in this article, we shift our focus from Marina di Carrara to Argentario. Compared to Liguria, which has 260 kilometres of coastline, Tuscany has more. There are 290 on the mainland, and the islands of the Archipelago must be added. Despite this, the number of marinas and berths is lower: 17,701 berths in Tuscany against 21,290 in Liguria. One explanation could be that Tuscany does not have the backdrop of the busy cities in the industrial triangle, Genoa, Turin, and Milan. Nor, excluding Florence, does it have any excessively populated cities. But it is certainly in the centre of a portion of the sea that is popular among pleasure boaters and highly attractive for tourism. Furthermore, when you think of Tuscany, one of the first things that comes to mind is its shipbuilding. Viareggio and Livorno have always been the homeland of yacht-building, with a particular tendency towards larger boats. The figures, which also come from “La nautica in cifre” (The nautical industry in figures) by Confindustria Nautica, clearly explain this situation. In 2022, engine-driven yachts between 18 and 24 metres in length were 282 in total, just over half the number present between Ventimiglia and La Spezia. If you compare this to the number of sailboats, within the same length range, the situation is even more gruelling: just 65 in Tuscany and 1,068 in Liguria. More than half of the overall number of berths is dedicated to units of up to eight metres in length. A relatively widespread belief is that Tuscany only has berths for Tuscans. It is unclear what the reason behind this might be, but it almost seems that Tuscany fails to be attractive to shipowners who do not reside in the region. We refer to owners who moor their boat permanently and not to summer transit.

Tuscany comprises an archipelago of 7 islands and a coastline
from north to south-east, totalling almost 600km.

In our view, Tuscany is a land of contradictions. For instance, there was a race to purchase mainland villas or estates several years ago. Many VIPS and celebrities, often also in other countries, purchased a house in Tuscany, but the same is not true of berths, although they may be yacht owners. Without any intent of diminishing the charm of Tuscan towns and hills, we can say beyond any reasonable doubt that even the coast and the sea in Tuscany are no less beautiful. And yet, the numbers tell us that, with a few exceptions, yachts and mega yachts are not very attracted to Tuscan marinas.

Tuscany’s harbours

Marina di Carrara, Marina di Carrara, https://www.adspmarligureorientale.it/porto-di-marina-di-carrara/
Viareggio, Viareggio, https://viareggioporto2020.it
Pisa Porto Turistico, Marina di Pisa, www.portodipisa.it
Porto Mediceo, Livorno, https://www.portialtotirreno.it/i-porti/porto-di-livorno/
Marina Cala De’ Medici, Rosignano, www.marinacalademedici.it
Porto di Cecina, Marina di Cecina, www.portodicecina.it
Marina di San Vincenzo, San Vincenzo, www.marinadisanvincenzo.it
Marina di Capraia Isola, Isola di Capraia, www.portodicapraia.it
Marina di Salivoli, Piombino, www.marinadisalivoli.it
Marina di Scarlino, Scarlino, www.marinadiscarlino.com
Marina Punta Ala, Punta Ala, www.marinadipuntaala.com
Portoferraio, Isola d’Elba, https://www.portialtotirreno.it/i-porti/porto-di-portoferraio/, https://www.esaom.it
Cavo, Isola d’Elba, www.circolonauticocavo.it
Rio Marina, www.riomarinaservice.it
Marina Porto Azzurro, Isola d’Elba, www.marinaportoazzurro.com
Marciana Marina, Isola d’Elba, www.portodimarcianamarina.it
Marina di Grosseto, Marina di Grosseto, www.portodellamaremma.it
Talamone, Talamone, https://www.maremmare.it/porto-di-talamone.aspx
Porto Del Valle, Porto S. Stefano, http://www.portodelvalle.it
Giglio Porto, Isola del Giglio, https://www.giglioinfo.it/isola-del-giglio/info-viaggio/come-arrivare-al-giglio/in-barca/
Porto Ercole, Orbetello, www.marinadeipresidi.it
Marina Cala Galera, Orbetello, www.marinacalagalera.com

The news from Livorno is good because the new port under construction could become very attractive for yachts and
mega-yachts. The project was designed by architect Casamonti
of the Archea studio in Florence.

Along the 578 kilometres of Tuscan coastline, there is a well-developed system of ports, moorings, and berths. These facilities, together with activities related to the recreational boating industry, such as the construction of specialised boats, maintenance and renovation, and support services, form a significant part of the region’s maritime economy.

In Versilia, the first port you encounter is the Marina di Carrara, which was historically dedicated to exporting white marble from the Apuan Alps. However, this port has never been able to offer a well-equipped dock for boating tourism, although there have been countless projects and plans. Only at the mouth of the Versilia, in Cinquale, between Marina di Massa and Forte dei Marmi, are two facilities with well-organised berths but limited to motorboats, due to the low waters of the mouth – the so-called ‘bar’ (barra) – and road bridges that are not sufficiently high to let sailboat masts transit below them. The Versilia ends in Viareggio, which has a long maritime tradition, but, in addition to a modest part of the port dedicated to yachting, most of the docks are used by shipyards, which build the yachts that have made Italy a global leader in the industry.

The archipelago’s islands form a natural bridge between the Tuscan coast, Sardinia, and Corsica. The stops along the way are highly evocative, with harbours at the foot of ancient fortified villages, unique flavours to discover, and nature to admire.

There are 65 infrastructures at the service of pleasure boating
in Tuscany, including eight marinas, 37 multipurpose ports and 20 mooring points. The total number of berths is 17,701.

Pisa’s Marina has a very tormented history both due to the conditions of its mouth on the southern bank of the Arno river – the northern one laps the estate of San Rossore, which is reserved for the President of the Italian Republic – and due to the somewhat contradictory management of the berths, which are partly in concession and partly privately owned. In addition, it is a marina almost entirely devoid of amenities. The problem of silting at the mouth of the Arno is substantial because it poses an obstacle to boats with a high draft.

Dredgings are another thorn in the flesh for Italy’s marinas. The regulations for performing them are stringent, and the costs are rather exorbitant. Not only are the procedures to obtain permits a quagmire, but disposing of the sludge is complicated, significantly affecting operational expenses. And this is perhaps one of the reasons why many marinas struggle to keep their ports ‘clean’ and their mouths always accessible, especially for mega yachts.

Docking in Tuscany means enjoying life in port, exploring the most famous art cities or lesser-known villages of great charm, and, of course, stocking up on typical local food and wine for excellent dinners on board.

Livorno is a positive note in this scenario, because the new port currently under construction could become very attractive for yachts and mega yachts. The project was handled by architect Casamonti from the firm Archea in Florence, and the construction was the fruit of a collaboration between D-Marin and Azimut Benetti. Work began in January this year and will end in early 2027. The concession lasts 40 years, and 815 berths are planned, with some as long as 80 metres. Why should this be particularly appealing? First, because the project includes many services, such as several restaurants. Secondly, it does not stand as a separate space from the rest of the city, but as a continuous extension of it. Lastly, the port will be part of the D-Marin network. “Livorno’s marina will be part of a network of 25 D-Marin harbours in the Mediterranean – asserts Nicola Caffo, General Manager of D-Marin Italy – and a shipowner who decides to dock in Livorno permanently will be able to enjoy one week of mooring in the other marinas in the network”. In addition, the service includes an App where you can book your mooring, manage additional services, monitor the boat 24 hours a day, 7 days a week, thanks to smart sensors and manage onboard energy consumption from your smartphone. The stretch between Livorno and Argentario has a few well-equipped marinas: Marina Cala De’ Medici, Marina San Vincenzo, Marina di Salivoli, Punta Ala, Marina di Grosseto, and Talamone. Most of them, however, can accommodate boats up to 24 metres in length, with the only exceptions of Cala De’ Medici (36 metres), Cecina (27 metres), Scarlino (36 metres), and Punta Ala (28 metres). Lastly, the three marinas in Argentario are Porto Santo Stefano, Porto Ercole, and Cala Galera.

Porto Santo Stefano perfectly represents one of Tuscany’s many examples of contradictions. It is home to captains of yachts and pleasure boats, and yet on the docks, it is practically impossible to see a vessel of more than 30 metres in length. Pleasure boating has to coexist with the ferries leaving for the Island of Giglio, with shipbuilding, fishing, and military ships. But if appropriately organised, perhaps, the marina could even accommodate larger boats. It should be noted that a few hundred metres away, to the west of the port, a bay offers a good – albeit highly precarious – summer spot even for huge boats. The seabed is high, and with two not excessively long piers, you could obtain a valuable and top-quality marina for super and maxi-yachts. In Porto Ercole, the anomaly is a concession for managing the docks that the Municipality has recently assigned to itself. It is a concession of 50 years, and usually, for such an extended period, you would need to carry out the construction work. At least this is the case with private individuals who submit a marina project and apply for a multi-year concession. It is also hard to imagine what regulation might allow a local authority to assign itself the management of piers for fifty years, without the need to perform any special works.

As you sail along the coast, the bow glides past the Mediterranean scrub, stretching out to touch the beaches or clinging to the rocks surrounding and sheltering unspoilt bays where you can drop anchor for a swim.

The regulatory issue is certainly not only a Tuscan problem. In many cases, confusion reigns, but the Tuscan regional laws about ports never distinguished themselves for their clarity. In 2005, for instance, the law attributed all the powers to the Region without referencing Italian Presidential Decree DPR 509, the regulation that streamlined the procedure for state concessions and established that a Conference of Services needed to be summoned to proceed. And to what purpose? All the bodies involved should sit around the same table to evaluate a project for the construction or adaptation of a marina. And after the law from 2005, a second regional law was approved in Tuscany in 2014. In this new text, a reference was made to DPR 509, but it was not about procedures. In short, we have said it often enough. We believe it would be necessary to standardise and coordinate all procedures involved in constructing and adapting existing marinas. The paradox is that on one stretch of coast, a specific method is compulsory, while only a few miles away, another procedure applies. But this is not just a matter of a lack of national laws. “In 2012, Angelo Zerilli, captain and consultant for marinas, tells us that an excellent law on ‘tourist districts’ was passed by the Italian Parliament. This law provides that a central district examines all requests and forwards them to the competent Regions. It is a law that attempts to coordinate and standardise procedures. However, unfortunately, this law was never applied, neither in Tuscany nor elsewhere”. In Tuscany, there is a lack of an overall vision that exceeds individual interests for the benefit of nautical tourism. There is a clear and, in some respects, natural contrast.

«An excellent law on tourist districts was passed in 2012. This law allows a central district to examine all applications and then forward them to the relevant regional authorities. It is a law that tries to coordinate and standardise procedures, but unfortunately, it has never been implemented in Tuscany or elsewhere». Angelo Zerilli, ship commander

The existing facilities have no interest in generating other potentially competing facilities, but this means that an area cannot be fully developed and does not exploit its full potential to become attractive. One example is Portoferraio all’Elba, a bay that could be reorganised to increase the number of available berths, but the holders of the concessions hardly favour this process. Thus, Portoferraio still has hangars that date back to the Second World War. Instead of designing and perhaps building a more modern structure that can meet the needs of pleasure crafts, both smaller boats and mega yachts, In Tuscany, unlike Liguria, no storm surges have destroyed the marinas and caused massive environmental damage, like in Rapallo in 2018, but that does not mean it has been immune to emergencies. The shipwreck of the Costa Concordia on the Island of Giglio in 2012 and, the year before, in 2011, the spill of 200 toxic drums from the Priolo Gargallo refinery in the province of Syracuse, which were being transported by a cargo ship, represented actual environmental disasters in a region known for the protection of its highly precious environment.

To conclude our overview of marinas in Tuscany, we must not forget the marinas of the islands in the Archipelago. They all have at least one landing place for connections with the mainland. Naturally, marinas tend to expand and get organised to accommodate pleasure crafts as tourism develops on each isle. On the islands, there are different scenarios: from Elba, which, in addition to Portoferraio, has the marinas of Marciana Marina, Marina di Campo, Porto Azzurro, Rio Marina, and Cavo, which, however, are not enough, considering the number of buoy fields scattered along its coast. Also, at Giglio and Capraia, there are ports and landings, while in Giannutri, a protected area, mooring is very limited. Montecristo and Pianosa can only be accessed on reservation and with the vessels of the Park Authority. Even Gorgona, since it is still a prison, is practically inaccessible. It would be desirable to have greater coordination between all bodies and associations, both in the Archipelago and on the mainland, to develop an efficient network for the benefit of coordinated tourism, which respects environmental protection, but still allows guests to enjoy the marvellous landscapes that these islands can offer.

* Paolo Viola

(Focus Harbours – Toscana, 2nd chapter – Barchemagazine.com – Excerpted from Barche, July 2025)

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Focus Harbours – Liguria, 1st chapter

BARBARA BORGONOVO — Thu, 02 Oct 2025 12:13:46 +0000

Liguria is the region in Italy offering the most marinas and berths, but it could further increase availability by developing existing facilities

by Paolo Viola* and Niccolò Volpati

This is the first episode; fourteen more are to follow because there are fifteen coastal regions in Italy. In this issue and the next ones, we will deal with ports in Italy and analyse the situation region by region, along the country’s 7,375 km-long coastline. One necessary premise should be made: we do not presume to be exhaustive in this account. Our intention is twofold, i.e. to explain the state of the art and to explore how the reception capacity of every single port can be enhanced. The following pages are not intended to be a pilot book, although you will find a series of charts with the addresses and contacts of the marinas in each region. Equally, we do not want it to be a list of problems and discontents, as is often the risk regarding marinas. On the other hand, we will try to think about the figures, critical issues and excellences, to find out how the situation could be improved.

Let us immediately clear the field of the age-old feud between supporters of the construction of new marinas and those who believe such constructions would be an unbearable violence to the landscape and territory. In all modesty, we will try to go beyond this feud, which leads us nowhere and resembles a ship stranded on shallow waters. There can be no doubt that a port has positive economic repercussions on the local territory. Still, it is not necessarily true that you must build new marinas to increase berth availability. You could use and adapt existing ones to improve their reception capacity. It will be our task to think about these aspects by providing you with some examples of ways in which obsolete marinas can be redeveloped. We will begin this exploration in the Liguria region. After all, 21% of the Italian nautical fleet is located in this region, because 30% of all sailboats registered in Italy is berthed in Liguria, and because from Ventimiglia to Bocca di Magra you can find the highest number of berths available – as many as 6,832 – if you count the ones in actual marinas and exclude the temporary berths used during the summer season. These figures refer to 2023, which can be found in the study The Nautical Industry in Figures, promoted by Confindustria Nautica, which is well-known among industry experts.

Ligurian’s harbours

Marina di Cala del Forte, Ventimiglia (IM), www.caladelforte.it
Porto di Bordighera, Bordighera (IM), www.comune.bordighera.im.it
Marina PortoSole, Sanremo (IM), www.portosolesanremo.it
Marina degli Aregai, S.Stefano al Mare (IM), www.aregaimarina.it
Marina S. Lorenzo, S. Lorenzo al Mare (IM), www.marinadisanlorenzo.it
Porto Maurizio, Imperia, www.navily.com/it
Porto di Oneglia, Imperia, www.goimperia.it
Porto di Diano Marina, Diano Marina (IM), www.gestionimunicipali.com
Porto Turistico di S. Bartolomeo al Mare, S. Bartolomeo al Mare (IM), www.comune.sanbartolomealmare.im.it
Marina di Andora, Andora (SV), www.portodiandora.it
Marina di Alassio, Alassio (SV), www.marinadialassio.net
Marina di Loano, Loano (SV), www.marinadiloano.it
Marina di Capo S. Donato, Finale Ligure (SV), www.marinafinaleligure.it
Marina di Varazze, Varazze (SV), www.marinadivarazze.it
Marina di Arenzano, Arenzano (GE), www.portodiarenzano.it
Marina Genova Aeroporto, Genova, www.marinagenova.it
Marina Porto Antico, Genova, www.portoantico.it
Marina di Portofino, Portofino (GE), www.portofinoyachtmarina.com
Porto di Santa Margherita Ligure, Santa Margherita Ligure (GE), www.marinadisanta.it
Porto Carlo Riva, Rapallo (GE), www.portocarloriva.it
Marina di Chiavari, Chiavari (GE), www.marina-chiavari.it
Marina di Chiavari – Calata Ovest, Chiavari (GE), www.marinadichiavari.it
Porto turistico di Lavagna, Lavagna (GE), www.portodilavagna.com
Porticciolo di Portovenere, Portovenere (SP), www.portodiportovenere.it
Le Grazie, Portovenere (SP), www.portodiportovenere.it
Marina del Fezzano, La Spezia, www.marinadelfezzano.it
Porto Mirabello, La Spezia, www.portomirabello.it
Porto Lotti, La Spezia, www.portolotti.it
Porto di Bocca di Magra, Ameglia (SP), www.navily.com

Ports in Liguria

The construction of the first marinas in Liguria dates to the late 1960s and early 1970s. Carlo Riva was the first to launch this process with the Rapallo marina, and soon others like the one in Lavagna followed. The second wave came in the late 1990s following the enactment of Italian Presidential Decree 509 of 1997, better known as the Burlando Decree. The then Minister of Transportation and former mayor of Genoa set himself the goal of streamlining and simplifying procedures to build marinas in Italy. Also, in the early 1970s, the region of Liguria was far behind neighbouring Côte d’Azur. In 1972, the research centre Centro Studi Unioncamere Liguria published the study “Porti Turistici ed Approdi in Liguria” (Marinas and Docking Facilities in Liguria), which compared the situation of two territories with similar lengths, i.e. all of Liguria and the French coast up to Marseille. The comparison was ruthless because the Ligurian marinas were small docks with few berths. At the same time, Menton and Beaulieu had already developed into actual marinas with hundreds of berths. In the following years, things changed significantly.

There were essentially two reasons for the development of marinas in Liguria. Genoa, together with Milan and Turin, is one of the summits of the “industrial triangle”: three large cities with many industries and inhabitants. And “industrial triangle” also meant a triangle of industrialists (but also of professionals, small entrepreneurs, craftsmen, and merchants), of all those people, that is, who were and are often owners of sail- or motorboats. Also, Liguria, besides being a sea location for Genoa’s population, has always been the preferred seaside location for people from Milan, Turin, and the Eastern Riviera, even from Parma. Holiday homes – the so-called ‘second homes’ – multiplied on the Ligurian coast, together with boats searching for places to moor. The second reason that boosted the construction of marinas in Liguria, in addition to its fortunate (or unfortunate, according to some locals) geographic location, is the formation of its coastline. Liguria is not known for its long or deep sandy beaches, but rather for its inlets, some of which are already natural harbours. The most significant is Genoa, especially in the old harbour area, where the Porto Antico marina and aquarium are located today. It is no coincidence that the first port facilities in this basin date back to the XII century. In addition to these records, figures, and history, tourist harbours in Liguria also present specific critical issues. Let’s take a closer look at some of them.

Liguria is not known for its long or deep sandy beaches, but rather for its inlets, some of which are already natural harbours. The construction of the first marinas in Liguria dates to the late 1960s.

The weaknesses

Marinas, precisely because the first of them were built over half a century ago, have aged mainly. In the 1970s, when people spoke of mega yachts, they meant boats a dozen metres in length. Since then, the world has changed, and with it, pleasure boating. And, unfortunately, things did not always go well. In 2018, the storm destroyed the outer dam of Porto Carlo Riva in Rapallo, causing hundreds of boats to sink. Today, the renovation of that marina has almost been completed. The work was carried out by Bizzi & Partners, which took over the concession company. An extraordinary and catastrophic event was thus met with a positive response from private individuals and the public administration.

The situation in Imperia, however, was even more critical. We do not intend to provide a full report of what happened with the company’s bankruptcy, which didn’t finish the construction of the marina. Instead, we would like to focus on the prospects. As mentioned, the work has not yet been completed; in fact, even the fuel dispenser is missing, and the accessibility for boats of up to 90 metres still needs to be assessed, as they might have difficulty manoeuvring. A new project to complete the harbour was recently submitted, with a budget of 196 million euros. It was promoted by the company “Go Imperia”, which still needs to find a private partner to fund the project. The beginning of the work is scheduled for this year if the Region of Liguria issues the Environmental Impact Assessment, which should be concluded by 2031.

Just a few miles to the west, in Ospedaletti, the port of Baia Verde is not doing much better. It only has the outer dam, which has been there for fifteen years. The harbour project dates back to 2001, but the bankruptcy of “Fin.Im” interrupted all works in 2010. In 2013, the State Council ruled in favour of those who opposed the harbour construction, determining the company’s bankruptcy and putting everything on hold. Hopes for Baia Verde in Ospedaletti are now pinned on a French company, which, together with CEM spa, which had carried out the works for the dam, submitted a project to complete the marina.

Lastly, it is worth mentioning the case of the marina in Lavagna, which – after the bankruptcy of “Cala dei Genovesi”, the company that built it in the 1970s, and the takeover in the concession of the current managers, “Porto Turistico di Lavagna spa” – saw its concession expire last July. The harbour was built in 1974, and the concession lasted 50 years. The Municipality of Lavagna extended it until 31 October 2025 and chose an ambitious renovation project that would imply the loss of about 200 berths for the benefit of a larger space to accommodate 50-metre superyachts. To proceed, it is expected that there will be a European tender that needs to be prepared and published by the Region of Liguria and which will likely last more than five years and establish who will carry out the work. The legal proceedings that involved former President Toti and the new regional elections that led to the presidency of Bucci, former mayor of Genoa, certainly did nothing to speed up the process. At the moment, there is still no trace of the tender. Ospedaletti, Imperia, and Lavagna teach us that, in addition to the objective hurdles, disputes, and bankruptcies, uncertainty and red tape are the number one enemy of marinas in this region. They represent an obstacle to the construction of new harbours and the renovation and adaptation of existing ones.

Porto di Loano

The port of Loano can accommodate 900 boats from 8 to 82 metres in length. There are over 1,000 berths in total. Services and hospitality are guaranteed 24 hours a day, 7 days a week. There are 35 berths for large yachts, 899 parking spaces, 35.5 hectares of land and 16 km² of public green space. Within the marina, there is a shipyard for maintenance and repairs. A long breakwater ensures that the water inside the marina is always calm. Thanks to a project planned down to the last detail, there is no swell in Loano.

Excellences

There could be countless examples, but we felt we should focus on three marinas on the western Riviera: Loano, Varazze, and Cala del Forte. Loano was a small harbour that hosted boats up to ten metres in length and, in the outer pier, two pleasure boats of more than 24 metres. In 1989, the mayor and the harbour master summoned the owners of those two ships and offered them to turn the little harbour into an actual marina. The project was entrusted to engineer Malfatti and Professor Acquarone and drawn up by the design team at Viola Associati, in collaboration with architects Polastri and Traldi and engineers Ballerini and Stura. It quickly obtained the necessary permits, and the works were initiated. Why do we define Marina di Loano as one of the region’s excellences? Because it has a highly efficient outer pier, which effortlessly withstood the many sea storms that have raged on the Ligurian coast in recent years, it does not represent a visual barrier since it lies very low above sea level. This is the merit of the wide berm, which protects the well-equipped and long promenade, which has enhanced and favoured visitors’ enjoyment of the seafront and made it a charming place to spend time. The harbour now offers one thousand berths from 6 to 77 metres in length, and during all these years, it has promoted initiatives and events that have strongly favoured the integration between port and city.

Varazze

The Marina di Varazze was designed by the Turin-based architectural firm Aimaro Isola with respect for the surrounding environment. It can accommodate around 800 boats of up to 35 metres in length and offers a complete range of nautical services, including refitting and maintenance, personnel specialised in various nautical fields, a fuel station, a high level of security with night video surveillance and divers in the harbour, to satisfy even the most demanding yachtsmen. Located just a few kilometres from Genoa International Airport, it is the perfect base from which to explore the world-famous beauty of Liguria by boat or car.

The same can be said of Varazze, which has always been very active in promoting cultural and recreational events to benefit those who regularly experience the marina and tourists who come to the town. The harbour was built in the early 2000s and was directly promoted by the “Azimut” Group in Avigliana. It was designed by architects Gabetti and Isola in collaboration with architect Venezia and engineers Bussetti and Cozzi. Also in Varazze, the outer dam is very particular. Its design represents an extension of the coastline, and the result is exquisite. The ground facilities and the “Lusben” refit yard include many bars, restaurants, shops, and some private homes. Those who have been there know that the entire port area is perceived not as a foreign body separate from the city, but rather, even though they are not exactly facing each other, as an element perfectly integrated in the city and its surrounding environment.

Cala del Forte

Cala del Forte is only 7.9 miles from Monaco and is immersed in the charm, both historical and natural, of the Riviera dei Fiori in western Liguria. It is not large, with 178 berths, but the aim is to replicate the model of comfort and hospitality that reigns in the SMIP facilities in the Principality. A berth first and foremost for large yachts (at the entrance, the depth is 7 metres) with the necessary services to best meet the needs of owners and their guests, as well as those of the crews, who have to make these boats sail at their best and in safety.

Cala del Forte in Ventimiglia is a marina conceived for large boats, dedicated to the highest level of hospitality and professionalism. It comes from the experience of nearby Port Hercules and Fontvieille in the Principality of Monaco. Seen from above, it looks like a sea snail, with its circular plan that closes in on itself. If you approach it from the sea, it is almost invisible as you arrive by boat. Cala del Forte is a perfectly set marina in the surrounding environment – a winning example of a complete symbiosis between man and nature. That shape results from a careful study in collaboration with the University of Florence to reduce the power of the frontal impact of waves coming in from the sea, which, as recent history has sadly taught us, can be particularly devastating. Société Monégasque Internationale Portuaire created it under the direction of Aleco Keusseoglou.

PortoSole Sanremo

PortoSole has 770 medium to large berths and can accommodate yachts up to 90 metres in length. Key facilities for boaters include 24-hour mooring service, night watch, fuel station, water and electricity supply, quay lighting, firefighting service, toilets and showers, car parking, shipyards and Wi-Fi Internet access. The marina houses a variety of commercial businesses, including two large shipyards, a mechanical workshop, a fuel station, various nautical agencies, chandlers, qualified marine electronics shops, marine upholsterers, a specialist boat laundry and several bars, restaurants/pizzerias and a tobacconist.

New projects

Also, the list could be long in this case, but we will limit ourselves to a selection. The first project, which, in our opinion, is worthy of mention, is the Porto Vecchio (old port, or public port) of Saronno, a project at a relatively advanced stage of development. It is currently going through the ‘pre-conference of services’ (a preliminary meeting with the public authorities) – which should be held within a couple of months – and it would be realistic to assume that works can begin in the first months of 2026 to be concluded in about three years. The project is authored by architects Calvi, Ceschia and Viganò. At the same time, the entire initiative is promoted by the Porto Sole marina, a private marina located right in front of the public port. The idea is to redevelop the existing structure to obtain new berths, many of which will be destined for superyachts. It is easy to imagine that with a new marina managed by the same subject emerging right next to it, Porto Sole could function as a bridge between Sanremo and Cannes, where the Vieux Port and Port Canto lie facing each other.

Porto Lotti

Large yachts have chosen Porto Lotti as their home port because of its logistical and structural characteristics, including its geographical position, which makes it possible to plan trips at any time of the year and in any weather. A 160-tonne travel lift, 500 berths, all types of assistance, shipyards capable of carrying out all kinds of work, from carpentry to painting and refitting vintage boats, are just some of the services available. Others include those contributing to Porto Lotti’s reputation: a fitness centre, beauty farm, swimming pool, tennis court, bar, cinema, restaurants, Wi-Fi throughout the marina, conference room, taxi boat and much more.

Another already approved project that should see the beginning of the work in September of 2025 is the expansion of Porto Lotti in La Spezia. The new docks, which will cover an area of 20,000 m2 and include ten berths for superyachts (above 50 metres), should be built in just 18 months. The time frame is limited because the plan is to recycle the caissons used to straighten out the Costa Concordia, the ship that sank off the island of Giglio more than ten years ago. These caissons no longer serve a purpose and would have been difficult to dispose of. Now, thanks to this wise project, they can be reused. Filled with inert material, they will rest on the seabed, and the new docks will be built on top of them. Once the work is completed, the Porto Lotti docks will be the world’s first “sustainable” docks constructed with recycled materials!

Lastly, the case of Oneglia in Imperia is worth mentioning. Here, more than a project, there is an intention for the time being. The port of Oneglia is located right next to the Imperia marina, which we have already mentioned. It has been a commercial port with very little traffic for quite some time, practically empty. The idea that the mayor of Scajola has in mind is to transform this port into a marina as well. The plan is to eliminate all the commercial activity and use the so-called “oceanic” dock for mega- and gigayacht berthing. Furthermore, the port has shallow waters and poor protection from the winds of the third quadrant, so much so that its mouth needs to be improved. However, perhaps we could settle for letting the tourist activity coexist with the commercial one to safeguard the dockworkers’ jobs. However, this does not seem to be the mayor’s intention.

* Paolo Viola

(Focus Harbours – Liguria, 1st chapter – Excerpted from Barche, June 2025)

L'articolo Focus Harbours – Liguria, 1st chapter sembra essere il primo su Barche Magazine ISP.

Marina Archivi - Barche Magazine ISP

Focus Harbours – Sicily, 6th chapter

The marinas of Sicily

There are three large marinas: Marina di Ragusa with 700 berths, Marina di Portorosa with 650 and Marina di Balestrate with 645 berths.

* Paolo Viola

Focus Harbours – Calabria and Basilicata, 5th chapter

Many yachts and superyachts sail along the coasts of Calabria and Basilicata, heading for Malta, Greece and Turkey, but there are no ports where they can dock.

The marinas of Calabria and Basilicata

Marinas could also offer maintenance services, capitalising on the revenue generated by mega yachts.

Marina Laghi di Sibari and Marina di Policoro are hybrid structures, i.e., seaside villas with private moorings. They are more suited to permanent tourism than to tourists passing through.

Cetraro, Tropea, and Roccella are well-equipped marinasthat, however, cannot meet high demand, especially duringthe summer season.

* Paolo Viola

Marinas: If you say quality, then look at D-Marin

Lavagna Marina: F2i fund wins the concession

Marina Bahia Golfito, the ecoluxury destination at FLIBS 2025

D-Marin: here is what the new Marina of Livorno will look like

Sustainability

Smart, premium, and welcoming

Livorno and its connection to the sea

Focus Harbours – Campania, 4th chapter

Marina d’Arechi is a modern facility with a thousand berths, capableof accommodating superyachts of up to 100 metres in length.

The marinas of Campania

Bagnoli and the America’s Cup

Cetara is a small fishing village on the Amalfi Coast, nestled between the sea and the mountains. It is a niche tourist destination thanksto its deep connection with traditional economic activities.

The Marina di Agropoli is a haven a stone’s throwfrom the city centre. With around 1,100 berths,it is the first port in the Cilento region.

* Paolo Viola

Focus Harbours – Lazio, 3rd chapter

The marinas of Lazio

Marina di Santa Marinella is a well-connected landing place in Rome. It has 285 berths for boats up to 20 metres. The seabed is about 3 metres deep.

* Paolo Viola

Focus Harbours – Toscana, 2nd chapter

Tuscany comprises an archipelago of 7 islands and a coastlinefrom north to south-east, totalling almost 600km.

Tuscany’s harbours

The news from Livorno is good because the new port under construction could become very attractive for yachts and mega-yachts. The project was designed by architect Casamontiof the Archea studio in Florence.

There are 65 infrastructures at the service of pleasure boating in Tuscany, including eight marinas, 37 multipurpose ports and 20 mooring points. The total number of berths is 17,701.

As you sail along the coast, the bow glides past the Mediterranean scrub, stretching out to touch the beaches or clinging to the rocks surrounding and sheltering unspoilt bays where you can drop anchor for a swim.

* Paolo Viola

Focus Harbours – Liguria, 1st chapter

Ligurian’s harbours

Ports in Liguria

Liguria is not known for its long or deep sandy beaches, but rather for its inlets, some of which are already natural harbours. The construction of the first marinas in Liguria dates to the late 1960s.

The weaknesses

Porto di Loano

Excellences

Varazze

Cala del Forte

PortoSole Sanremo

New projects

Porto Lotti

* Paolo Viola

Cetraro, Tropea, and Roccella are well-equipped marinas
that, however, cannot meet high demand, especially during
the summer season.

Marina d’Arechi is a modern facility with a thousand berths, capable
of accommodating superyachts of up to 100 metres in length.

Cetara is a small fishing village on the Amalfi Coast, nestled between the sea and the mountains. It is a niche tourist destination thanks
to its deep connection with traditional economic activities.

The Marina di Agropoli is a haven a stone’s throw
from the city centre. With around 1,100 berths,
it is the first port in the Cilento region.

Tuscany comprises an archipelago of 7 islands and a coastline
from north to south-east, totalling almost 600km.

The news from Livorno is good because the new port under construction could become very attractive for yachts and
mega-yachts. The project was designed by architect Casamonti
of the Archea studio in Florence.

There are 65 infrastructures at the service of pleasure boating
in Tuscany, including eight marinas, 37 multipurpose ports and 20 mooring points. The total number of berths is 17,701.