Port Adriano (Mallorca)

Location

El Toro, Calvia, southwest corner of the Bay of Palma, Mallorca, at about 39 29.4 N 002 28.7 E

Operator

Ocibar, the Zaforteza family company, which also runs Port Tarraco, Botafoc Ibiza and Marina Santa Eulalia and holds 25 per cent of Marina d'Arechi in Italy

Ownership

Arta Capital, the March family vehicle, sold its 29 per cent of Ocibar in 2015, in an operation valued at about EUR 20 million, to Asua Inversiones of the Urrutia family; the Zaforteza family remains the reference shareholder

Berths

487 on the marina's own moorings page, with 482, 488, 489 and 500 quoted elsewhere, against 404 in the pre-2012 harbour

Superyacht berths

82 per Ocibar and 87 per the marina, of which a trade directory lists 30 at 24 to 30 m, 30 at 31 to 50 m and only 4 at 51 m and above; those three lines total 64 because the breakdown starts at 24 m while the 82 and 87 figures start at 20 m

Vessel range

6 m to 80 m year round, with berths to 100 m in summer on the marina's own pages and 110 m reported by The Islander

Depths

8 m in the entrance, up to 7 m across the mooring field, about 5 m in the older inner basin

Shore power

380 V, up to 400 A per berth

Connectivity

WiFi and cable at 100 Mb, with water at every berth and grey and bilge water taken alongside

VHF

channel 09

Fuel

station on site plus delivery alongside at up to 12,000 litres an hour; no price published

Yard

10,000 to 11,000 square metres of technical area, a 250 tonne travel lift, slipway, launch ramp and a dry marina from June to September

Accreditation

ISO 9001 and ISO 14001

Customs

Spain, inside the EU customs and VAT territory and inside Schengen, so there is no clearance formality arriving from another Schengen port

Concession

the inner port runs to 2037 and Ocibar's expansion water area to 2042, when it is retendered or extended at a market rate; broker listings quote berth expiry as May 2037 or May 2042 and are not consistent

Statutory ceiling

Ley 3/2026, of 27 May 2026, raised the maximum term of a Balearic port concession from 35 years to 50, with existing holders reported as able to apply to extend to that ceiling against fresh investment rather than receive it automatically; nothing published says whether Ocibar has applied

Canon

Ocibar is reported to pay EUR 1,138,060 a year in concession canon to the Govern, plus about EUR 186,594 a year to the State for roughly 39,000 sq m of sea surface; both figures come from a single outlet

Airport

Palma (PMI) about 33 km, roughly 30 minutes by road outside the peak and closer to 50 in it

What EUR 90 million actually bought

The port opened in 1974 as Puerto d'El Toro, a working local marina of 404 berths for boats of 6 to 18 metres with a small commercial strip behind it. The rebuild started in 2008 and opened in 2012, when Ocibar put roughly EUR 90 million into a new outer basin, renamed the whole site Port Adriano and handed the buildings to Philippe Starck, working with the French architect Rudy Ricciotti. Starck was not asked to design the water. He was asked to design the land: a two-storey timber arcade with planted roofs and Cumaru decking, wrapped around the new superyacht quay.

The money bought three things a berth holder can use. First, about 25,000 square metres of new basin dredged for deep draught, which is why a 60 or 70 metre yacht can lie here at all and why the marina exists as a superyacht address rather than a local one. Second, underground parking and service routing that keeps vehicles off the quay, on Starck's stated principle that a yacht should be approached from the water and not from a car park. Third, roughly 4,000 square metres of commercial floor across about forty units, which is what turned a boat park into somewhere crew and owners will spend an evening. The architecture has admirers and detractors in equal number. What is not in dispute is that nothing else in southwest Mallorca takes yachts of this size.

The concession, and the two dates that matter

Two concessions sit under one marina and they run out on different dates. The original El Toro port, the inner basin, sits on a grant that expires in 2037. The expansion sits on a separate one: in 1992 the Balearic government under Gabriel Canellas awarded Ocibar, the Zaforteza family company, rights over roughly 39,600 square metres of water at El Toro. Ocibar pays for its tenure twice over. Mallorcadiario reports an annual concession canon to the Govern of EUR 1,138,060, about EUR 300,000 less than the Club de Vela del Puerto de Andratx and about EUR 1,640,000 less than Puerto Portals, which paid EUR 2,776,864 in 2022 across roughly 160 more berths; and, separately, about EUR 186,594 a year to the State, specifically the Demarcacion de Costas, for occupying a sea area under state jurisdiction. Mallorcadiario also reports that Ocibar's capital investment is set against the annual fee it pays until 2042, at which point the concession is either put back out to tender or extended at a market rate. One outlet carries both figures and neither Ocibar nor Ports IB publishes them directly, so treat them as reported rather than as audited.

For a buyer this is the whole risk in one paragraph. Berths were sold from 2012 on twenty-five year terms, which is why brokers list expiry as May 2037 on most of the stock. Others show May 2042 instead, and one 50 metre berth is advertised to 2037 with the possibility of an extension to 2042. Read the remaining term before you read the asking price, because those two dates are five years and a great deal of money apart, and the marina's own listings are not consistent about which berth carries which. One thing has moved under all of this. Ley 3/2026, of 27 May 2026, passed by the Balearic parliament on 12 May and in force from 31 May, raised the maximum term of a Balearic port concession from thirty-five years to fifty, and coverage of the vote reports that existing concessions may apply to extend to the new ceiling against significant fresh investment rather than receive it automatically. Nothing published says whether Ocibar has applied. Nothing in the public record states what happens to an individual berth holder when the underlying concession is retendered either. Neither Ocibar nor Ports IB publishes the renewal conditions, and no broker Yotters read claimed to know them. Ask the Captaincy office in writing for the expiry recorded against your specific berth number and for the concession title it sits under, and ask Ports IB for the same, before you agree a price.

Seven metres of water and the biggest lift on the island outside Palma, sold on a lease that expires in 2037 or 2042 depending on the berth, at a price nobody will print.

The berths, and how few of the big ones there are

The count depends on who is counting. The marina's own moorings page says 487 berths from 6 to 80 metres. The Islander counted 488 in 2017 and noted that about 250 of them, more than half, sit in the 6 to 8 metre band. French Wikipedia says 500, brokers list 482 and 489, and the pre-2012 harbour had 404. The number that matters is the big-berth count, and it is small. Ocibar and several trade listings say 82 berths over 20 metres; the marina's own material says 87. A trade directory breaks the superyacht stock down as 30 berths at 24 to 30 metres, 30 at 31 to 50 metres, and four at 51 metres and above. Those three lines total 64, not 82 or 87, and the difference is almost certainly the band the directory does not count: the 82 and 87 figures start at 20 metres and the breakdown starts at 24, which would put around eighteen to twenty-three berths between 20 and 24 metres. Nobody publishes that reconciliation, so read the breakdown as a floor. Four berths over 51 metres is the figure to plan a season around.

Maximum length is quoted at 80 metres year round with positions to 100 metres in summer on the marina's own pages, and The Islander reported summer capacity to 110 metres. One trade profile lists 120 metres with a 15 metre beam. Take 80 metres as the reliable year-round figure and treat anything above it as case by case, agreed in advance. Draught is the real asset here: 7 metres across the mooring field and 8 metres in the entrance, against roughly 4 metres in the basin at Puerto Portals. Shore power runs to 380 volts and 400 amps, water is at every berth, connectivity is WiFi and cable at 100 megabits, and grey and bilge water are taken at the berth with MARPOL paperwork supported on site.

The approach, and what the marina is actually exposed to

Port Adriano lies on the southwest corner of the Bay of Palma at about 39 degrees 29.4 minutes north, 002 degrees 28.7 minutes east, east of Punta Enguixa with the islet of El Toro off the entrance. Three independent sources agree on that position. The marina's own moorings page prints 39 degrees 26.6 minutes north, which is nearly three miles adrift and does not agree with the chart, so plan your approach from the chart and not from the website. Working channel is VHF 09, manned around the clock. The entrance carries 8 metres and the outer breakwater runs north to south.

Exposure is the question owners ask last and should ask first. Yacht Digest describes the port as protected from southerly winds and exposed to a westerly, and the anchorage immediately outside, over sand and weed in 3 to 5 metres, shelters from the south rather than the west. Neither Ocibar, nor Ports IB, nor any pilot Yotters could find publishes a downtime record, a surge report or a wave height limit for this entrance, so no honest page can tell you how often a berth here is uncomfortable. What can be said is that this is the exposed corner of the bay rather than an inner basin or a river mouth, that the shelter is entirely man-made and less than fifteen years old on the outer side, and that a west or northwest blow is the condition to put to the berthing office in writing before you sign an annual contract.

What it costs, and the fact that nothing is published

Port Adriano publishes no tariff. Not a daily rate, not an annual rate, not a metered rate for water or electricity. Boats under 15 metres are told to email the office; anything over 15 metres gets a quotation built around the dates and the vessel. The booking process, by contrast, is fully published and runs through the SailTi platform: 100 per cent prepayment on stays up to five nights, a 50 per cent deposit beyond that, check-in at 14:00 and check-out at 12:00, free cancellation to fourteen days out in high season and seven days in mid and low season, and discounts on application for stays over ninety days. That is a great deal of published process attached to no published price.

Everything numerical is therefore second-hand. The last independent nightly figure Yotters could find is a Noonsite report from March 2017: EUR 33 a night for a 13.80 metre monohull, with one stay at EUR 26.50 after a fifty per cent discount, and the reporter calling it surprisingly cheap for the setting. It is nine years old and should not be used to budget. For annual berths, brokers quoted roughly EUR 60,500 a year for 20 by 6 metres, EUR 91,000 for 30 by 8 metres and EUR 208,000 for 45 by 12 metres, read in 2026. On the sale side, the 2012 launch prices were EUR 1.08 million for a 20 by 6 metre berth and EUR 9.6 million for 80 by 15, both on twenty-five year terms, with 65 per cent sold at that point and half of those to German buyers. Current asks run EUR 220,000 for 11 by 3.75 metres, EUR 544,500 for 16 by 5, EUR 2.75 million excluding VAT for 45 by 12 and EUR 7.95 million plus taxes for 75 by 15. Balearic transfer tax on a berth sale runs on a five-band scale: 8 per cent on the first EUR 400,000, 9 per cent to EUR 600,000, 10 per cent to EUR 1 million, 12 per cent to EUR 2 million and 13 per cent above EUR 2 million. The EUR 2.75 million and EUR 7.95 million asks above both reach the 13 per cent band.

The yard, the fluids and what is on the quay

The shipyard is the second reason to be here and for some owners the first. Ten to eleven thousand square metres of technical area sit behind the marina with a 250 tonne travel lift, the largest haul-out capacity in Mallorca outside Palma, plus a slipway, a launching ramp and a dry marina running from June to September. Painting, antifouling, engineering, electrical and hull work are handled on site, and it is one of very few yards on the island that can lift a wide-beam catamaran. The port holds ISO 9001 and ISO 14001.

Fuel is taken at the station or delivered alongside at up to 12,000 litres an hour, a figure the marina's operations director gave The Islander in 2017. No fuel price is published, and neither is the metered rate for water or electricity, so both belong in the quotation and both should be confirmed in writing before you commit. Parking is charged and the rules differ by season: one free hour in summer and three in winter, then EUR 1.90 an hour to a maximum of EUR 20 a day, with three-hour vouchers issued by the restaurants and shops. One unusual provision is worth knowing if the berth is an asset rather than a habit: berth holders can sublet their position through the port's own online platform while they are away, which turns an idle berth into income without going through a broker.

Ashore, after dark, and the fixed dates

Eleven restaurants sit on the quay and the marina lists them by name: Coast by East for seafood and grill with its Sansibar lounge bar, the Harbour Grill on the water, Marisqueria El Faro, Vino del Mar, Restaurante La Terraza, Cantina Can Olivo, Captain's Corner, Bangkok Thai Tapas Bar, Pizzeria La Oca, My True Burger and Vegan, and the Kuko Crew Bar, which is where crew actually drink. The Islander recorded an El Corte Ingles supermarket branch on the site in 2017. All of it is a short walk and no more, and that cuts both ways. After dark the marina is the entire choice, because El Toro above it is residential and Palma is a car journey away.

The fixed dates are worth planning around rather than being surprised by. The Multihull Cup, for performance cruising multihulls over 50 feet, runs 25 to 27 September 2026 over a long weekend of coastal and windward-leeward racing and is the marina's flagship regatta. The Port Adriano Music Festival fills July and August. A charity Spring Festival ran on 21 March 2026, and a Christmas Park occupies the site from 19 December to 7 January. Palma airport is about 33 kilometres away, roughly half an hour by road outside the summer peak and closer to fifty minutes in it. A prebooked private transfer is quoted at EUR 55 for up to four people by Shuttle Direct and at EUR 60 by day or EUR 65 at night and weekends by Taxi Mallorca 365. No source publishes a metered fare that two others agree with.

Against Puerto Portals and STP Palma, for the same owner

The three southwest options do different jobs and an owner usually needs two of them. Puerto Portals, ten minutes further east, is the social marina: 639 to 701 berths for boats of 8 to 60 metres, a basin dredged to about 4 metres against Port Adriano's 7, and a full published tariff, which is a genuine advantage when you are budgeting a season. A 30 by 7.5 metre berth there costs EUR 99,117 a year plus 21 per cent VAT on the 2026 card, or EUR 869 a night in high season. Port Adriano quotes nothing, so you cannot compare the two until you have asked, and by then you are negotiating rather than shopping.

STP Palma is not competing for the berth; it is where the refit goes. It runs 162,500 square metres of technical area, six travel lifts up to 1,000 tonnes and berths for craft to 120 metres and 7.5 metres of draught, which is a different order of capability from a single 250 tonne lift. The practical division is this. Under about 30 metres, and if the point is the evening rather than the water under the keel, Puerto Portals is the better address and the published price makes it far easier to plan. Between about 30 and 40 metres, Port Adriano lets an owner keep the boat and the yard work in the same place, which is rare. Above 40 metres the boat berths at Port Adriano because Puerto Portals cannot take it, and the heavy work still happens in Palma.

A chi si rivolge: An owner of a 30 to 80 metre yacht who wants deep water, a serious yard and privacy in southwest Mallorca and will accept negotiating blind on price, rather than one who wants a published rate, a walkable town and an address people recognise.