The temperature hovers around the red zone… The sun softens the railings, the sails catch the cooling meltemi winds, and whether from the luxurious salons of mega yachts or the simple decks of motorboats, everyone seems headed to Greece. Or at least, they aspire to. The nation that should stand at the center of Mediterranean yachting currently feels more like… the bottleneck of the bottle!
As visitor numbers surge—be it Greeks rekindling their love for boating or international travelers who now favor Greek waters, returning annually for their adventures across the Aegean, Ionian, and Mediterranean—ports and marinas are becoming increasingly congested. In Attica, the situation has exceeded mere inconvenience; it’s now a strategic crisis.
For those wishing to dock, having ‘contacts’ in Koroni is essential, though even that doesn’t shield them from escalating mooring fees! In essence, the once-celebrated Athenian Riviera risks devolving from a nautical paradise into a maritime impasse unless a comprehensive plan is implemented soon, especially with the Marina of Agios Kosmas closing for renovations.
“Greece has transformed into a yachting hotspot, attracting numerous vessels from abroad, leading to congestion,” explains Mr. Konstantinos Sakellariadis of EKKA Yachts to “THEMA”. “People are desperate for docking spots even in Nafplio or the islands. To complicate matters, there’s no concrete plan,” he conveys his concerns.
One might perceive these as issues confined to affluent yacht owners. However, the repercussions extend to the Greek market, economy, and taxpayers alike. Yachting, widely recognized as a substantial source of tourism revenue, could significantly alleviate the economic challenges faced by a country that, despite record-breaking tourist influxes, collects less per capita, indicating a shift in the profile of typical foreign visitors.
Furthermore, it has the potential to cultivate a thriving ecosystem of businesses, enhancing the production and sales pipeline for recreational boats within the nation, fostering economic activities that add value. As one unnamed naval architect remarked to “THEMA”: “While Greece may never produce automobiles, it can indeed produce high-quality and competitive boats and ships.”
The Statistics Speak Volumes
In Attica, which boasts 4,570 marina berths and 3,021 winter storage spaces, the availability of spots is consistently strained. Consequently, vessels anchor offshore, let down anchors in bays, and their passengers use inflatable boats to reach land. Many seek refuge in Lavrio, Aegina, or even Nafplio — at a cost, resulting in a loss of economic value for the capital.
“In Attica, the number of private and commercial vessels seeking mooring exceeds available berths by around 2,500. While this demand is a positive indicator due to its economic value, the existing facilities can’t accommodate it. We need to create new berths,” states Stavros Katsikadis, president of the Hellenic Marinas Association, to “THEMA.” He notes, “This year, we anticipate significant traffic, particularly from large recreational vessels passing through Athens for refueling and tourism purposes. Permanent vessels typically vacate marinas from mid-June until early September, freeing up spaces for transient boats.”
He highlighted that there are 20,000 permanent vessels across Greece, each measuring 6-7 meters or more, with half aiming to dock in Attica, which has only 6,000 berths available.
The problem is likely to worsen in the next season, given the upcoming winter renovations scheduled for the Marinas of Agios Kosmas and Alimos.
“Smaller boats should be accommodated at smaller boatyards or land storage facilities,” suggests Mr. Katsikadis. He advocates exploring development opportunities for new marinas in Eastern Attica. “There’s potential there,” he asserts. “Additionally, a resolution for temporary floating docks was approved last year, but the necessary Joint Ministerial Decision to facilitate a temporary solution for small and medium-sized boats during summer and autumn is still pending. Regrettably, it has delayed significantly.”
The Berthing Issue
The berthing problem affects the entire country. Currently, 104 tourist ports (marinas, shelters, anchorages, and hotel ports) operate with approximately 16,500 berths. Meanwhile, an additional 3,000 berths are managed by Port Authorities and Port Zones. Out of 61 designated marinas, only 39 are operational, according to a recent study by professors Giorgos Vaggelas of EKPA and Thanos Pallis of the University of Piraeus for the Hellenic Marinas Association.
In comparison, countries like Poland, despite having less than half the coastline, offer over 130,000 berths. Croatia, Turkey, Montenegro, Slovenia, and Italy consistently outperform Greece in this sector.
Nonetheless, Greece remains one of the most sought-after yachting destinations in the Mediterranean, with demand continuously on the rise. The Cyclades and Attica account for more than 50% of the nation’s total vessel traffic.
It’s worth noting that Greece’s total fleet exceeds 170,000 vessels, including 20,000 motorboats equipped with inboard engines and sailing yachts.
A Missed Economic Opportunity
Behind this infrastructural deficit lies a significant missed opportunity. According to data from the Hellenic Marinas Association, every 100 berths generate 6 direct and 100 indirect jobs. For every euro collected in fees, an additional 5-10 euros is spent on supplies, fuel, maintenance, etc. The average expenditure of maritime tourists is five times that of hotel visitors.
Research by Professors Vaggelas and Pallis suggests that with the current facilities alone, public revenue exceeds 100 million euros annually—excluding the economic activity generated in surrounding areas.
“We are in a golden age,” claims Giorgos Riginos, CEO of Riginos Yachts. “Greeks are returning to the market after a significant hiatus during the crisis, investing in and acquiring recreational vessels; concurrently, foreigners have rediscovered Greece’s appeal, not just for short cruises on chartered yachts but also as a preferred base for their own vessels,” he elaborates.
Indeed, 2000-2008 marked a golden era for Greek boat ownership. Though the market stagnated post-crisis, it is now revitalizing. Not in volume, but in quality: fewer, larger vessels. Greeks abroad and high-net-worth individuals are shifting their focus to private yachts, viewing Greece as a stable home port. Yet, this growth path may have reached its limits, Mr. Riginos cautions.
Thrasyvoulos Kanaris, an esteemed yacht professional and operator of All4yachtcharter, identifies six factors hampering this potentially lucrative sector. He outlines the chaotic state of marinas in Attica and the entire nation, citing: the absence of a comprehensive strategic plan for new marinas, the privatization and temporary closures of major marinas for renovations, a “discouraging” investment climate, a freeze on yacht investments due to berth shortages, a shift towards ultra-luxury mega yachts marginalizing mid-sized vessels, skyrocketing fees, and the state’s neglect of professional tourist boat operators.
Translation: “Closure of Agios Kosmas Marina”
“All major marinas in Attica have been privatized, such as Alimos and Vouliagmeni. To modernize, they require renovations to accommodate larger vessels. Traditionally, marinas were designed for smaller boats because large tourist yachts were not prevalent at their inception. Once privatized, marinas undergo renovations necessitating temporary closures. Now Agios Kosmas Marina has shut down and removed all vessels. Alimos Marina is also gradually closing to facilitate incremental construction of new piers, causing disruptions. Thankfully, Vouliagmeni Marina is operational, but it’s geared toward mega yachts over 40 meters and comes with steep fees of €5,000–€6,000 monthly, making it inaccessible for typical boat owners,” Mr. Kanaris explains. He continues:
“The Athenian Riviera is evolving without a concrete plan for new marinas—only renovations for existing ones. There must be a strategic master plan for creating new marinas from Elefsina to Sounio without harming the coastline or environment. The potential exists, especially in the Gulf of Elefsina, where discussions previously took place about establishing a large shelter mainly for sailing vessels. It’s an enclosed gulf suitable for a massive marina.”
“Even the beach area between SEF and Flisvos, which is currently unused for swimming, could host a modern marina. Yet, no one dares to pursue it,” highlights Mr. Sakellariadis, showcasing the absence of forward-thinking planning.
Marina Shortage Generating Financial Challenges
The deficit in marina berths is already inflicting substantial financial strain on companies operating tourist vessels. Mr. Kanaris notes that mooring costs are escalating by 20%–30% annually. Simultaneously, investments in this sector remain stalled as companies lack adequate docking facilities.
“Marinas are refusing to accommodate professional vessels anymore. This exclusion of tourist boats from organized marinas is suffocating the sector,” remarks Antonis Stellatos, president of the Union of Greek Tourist Boat Owners. Currently, around 5,800–6,000 professional tourist boats are active in Greece, employing roughly 4,500 crew members and 8,000 seasonal workers including chefs and support staff. These vessels should ideally have access to preferential conditions or different pricing structures.
Investment Interest is Present
There’s an urgent need for new infrastructure development to cater to domestic demands and rising tourist numbers, particularly for superyachts and mega yachts. This underscores the necessity for a central strategy. Investment interest is evident, particularly through the Hellenic Republic Asset Development Fund’s (HRADF) privatization initiatives concerning several marinas.
The main categories of interested investors include:
- Construction Firms: Major Greek construction companies, often collaborating with seasoned marina operators, favor projects that require extensive construction aligned with their core competencies.
- Marina Operators: Local entities managing multiple marinas, as well as large international investment groups with numerous connections, are vying to expand in this arena.
- Hotel Groups: Key domestic and international players eye marinas that offer substantial hospitality features onshore (such as hotels and villas), like TEMES in Pylos and AGC/Astir in Vouliagmeni. Some are keen on developing port infrastructure as part of broader resort projects, although they often encounter bureaucratic hurdles (e.g., the Blue Iris project in Mykonos was rejected by the Council of State).
Time to Formulate a Maritime Strategy
If Greece aspires to earn the title of the “Riviera of the Eastern Mediterranean,” a cohesive plan is pivotal—not just to alleviate marina congestion in Attica but also to harness yachting as a cornerstone for high-end tourism development. This could translate to increased revenues, more employment opportunities, and reduced environmental impact.
The sun and sea are constants. The real question is whether we can finally learn to integrate them effectively.
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