Operational since 2018 in Pesaro, on the northern stretch of the Marche coastline, Cantiere Rossini is a specialised hub for the refit and maintenance — both scheduled and unscheduled — of yachts ranging from 30 to 55 metres.

Located within the Pesaro harbour canal, over an area of about 15,000 square metres, the shipyard is easily recognisable both from land and, above all, when navigating the Adriatic. The credit goes to its two towering sheds, each measuring 70 by 22 metres, unmistakable to anyone viewing the coast from a yacht. Their design and aluminium cladding, inspired by the shapes and colours of sharks and the sea, make them a prominent landmark for navigation along the Adriatic coast.

Their uniqueness extends to the interior: at 28 metres high, each shed features a main load-bearing structure entirely made of laminated fir wood, creating an impressive 3,000 square metres of covered workspace.

Designed to accommodate large yachts up to 55 metres, handled by a 560-tonne travel lift, they are also state-of-the-art in terms of energy efficiency and sustainability, equipped with geothermal heating and separate extraction systems for dust and solvents.

Other key features include a 130-metre quay equipped for yachts up to 55 metres, a modern office building housing administrative and technical departments, warehouses, extensive open areas, and a concierge service supported by a maritime agency that assists clients with everything from paperwork to crew accommodation during yard periods.

At the helm is Alfonso Postorino, co-founder and general manager, a seasoned professional with extensive experience gained at Benetti, Cantieri di Pisa, Amico & Co, and ISA Shipyard, before establishing the Pesaro-based facility.

With him, we explore market trends, working methods, the strength of the local supply chain, and future perspectives for refit in the Adriatic.

PressMare – Pesaro and the Adriatic: is being based here a limitation or a competitive advantage for a refit shipyard?

Alfonso Postorino – It’s not a limitation. We intercept the natural traffic of the Adriatic as well as yachts that begin or end their cruising seasons here. When refit work is worth hundreds of thousands of euros, a few extra miles are not an issue: we receive vessels from Turkey, the Balearics, the Côte d’Azur, and even farther afield. I’d say at least 80% of our clientele is international.

PM – Why does an owner — or more often a captain — choose Cantiere Rossini?

AP – The key factor is trust, not (only) price. Here, clients find a combination of experience and a young, dynamic organisation — we hauled out our first yacht just seven years ago — with technically skilled personnel and an efficient structure.

A 50-metre yacht, during the winter season, is one of our major projects; in larger shipyards handling 70–80-metre units, it risks being “just one of many.” Naturally, this makes the owner feel more valued here.

PM – How significant is your international approach?

AP – Very. The ownership is foreign, and the CEO is British. Around 70–80% of our staff, including dock and yard operators, speak fluent English. It’s a structural choice — we screen candidates also based on language competence. Considering that nearly all our clients are foreign, this helps them feel at ease and establishes immediate confidence.

PM – Who usually decides where to bring the yacht for refit: the owner or the captain?

AP – Mainly the captain. The owner steps in when interior layouts or structural modifications are involved; otherwise, the decision is typically left to the captain or the yacht manager.

Another advantage is Pesaro itself — a seaside town that’s lively in summer but active, safe and pleasant even in winter. Crews appreciate the quality of life here during refit periods.

PM – Can you share some figures to better frame Cantiere Rossini’s activity?

AP – At present we have 27 employees, an annual turnover of around €6 million, and we handle 35 to 40 projects per year, mostly concentrated between October and June. By the start of the summer, the yard naturally empties out as yachts head off on their cruising seasons.

Our facilities could certainly support further growth in value. We’re not aiming to increase the number of contracts — space and logistics wouldn’t allow it — but rather to raise the average value of each project, increasing the share of major refits, full paint jobs, interior refurbishments and engine replacements. These are all operations we already perform, but whose frequency we intend to expand.

PM – What’s your roadmap for growing revenue?

AP – Beyond facilities, companies are made of people — professionals, technicians, administrative staff, craftsmen — all of whom represent real value. That’s why we continue to invest in human capital.

We recently added a French commercial director, formerly a captain, based on the Côte d’Azur. He joined us in May, and we’re already seeing results. In the refit business, relationships and trust are essential. Processes and structures matter, but ultimately, an owner entrusts their yacht to the people they trust.

PM – In the Mediterranean, Spanish yards are often cited as leaders in refit. Do you share that view?

AP – Not entirely. Barcelona and Palma host some major facilities capable of accommodating very large yachts, but in terms of number of shipyards and overall volume, Italy leads the sector.

Our key advantage is the industrial supply chain, unmatched anywhere else. Here in the Marche region, within just 100 kilometres, we can rely on the same contractors and suppliers who work for top Italian yacht builders — Ferretti Group, Cantieri delle Marche, ISA Yachts, and many others across all market segments. It’s an ecosystem that’s very difficult to replicate in Spain or France.

The only clear advantage some Spanish yards — notably MB92 — have lies in their very large infrastructures, allowing them to service extremely large yachts and therefore scale up revenues.

PM – In Spain, the “rent the yard” model is sometimes used, where facilities are leased and the yacht manager supervises the works. Have you ever considered this formula?

AP – As far as I know, that model is only applied by STP in Palma, and I don’t think it would work for us. On the contrary, we discourage do-it-yourself approaches: they tend to create operational conflicts, delays, and a loss of quality in the outcome.

We prefer to maintain full control of the process, ensuring single-point responsibility and traceability of every task — who did what, with which materials, and in how much time.

PM – Speaking of refit, there seems to be a lot of activity among the yards operating in the Tyrrhenian.

AP – True, but the boom is widespread: the refit market is growing everywhere, not just regionally. The number of yachts — especially large ones — increases every year, and consequently, so does the demand for refit services.

When we talk about refit, we must include all types of work a specialised shipyard like ours can perform — from routine maintenance to full paint jobs, interior refurbishments, layout modifications, and even hull extensions.

It’s undeniable that the Tyrrhenian area is particularly vibrant: there are important projects such as the Esaom relaunch in Portoferraio and new initiatives in Olbia by Valdettaro and SNO. Sardinia benefits from special economic zones (ZES) and strong institutional support, making it a fertile environment for nautical development.

However, everything comes back to the supply chain: to operate efficiently, a yard needs the right people — engineers, technicians, carpenters, welders, painters. Here in the Marche, these skills are part of the local fabric. Elsewhere, the critical issue can be logistics, with contractors having to come from the mainland, increasing costs and complexity.

PM – The Marche region seems very active on the training front, helping young people enter the nautical sector.

AP – Absolutely. The Marche Yachting and Cruising Association (AMYC) — of which Cantiere Rossini is a member — is particularly active. I sit on its board because it’s effective and produces results; otherwise, I would have stepped down, as I’ve done in other associations.

AMYC works on a voluntary basis for its members. Under the leadership of President Maurizio Minossi, we’ve established constructive dialogue with institutions that was unthinkable a few years ago. The association promotes dedicated funding programmes, vocational training, and strong ties with local universities.

Among recent achievements: the launch of a university course in naval construction to train project managers and technical office professionals, and the creation of a Master’s in Nautical Communication and Marketing — unique in Italy and probably internationally — which will start next spring.

While the Marche region remains less known internationally compared to Viareggio or La Spezia, we’re working hard to increase its visibility rapidly.

PM – Berths for large yachts: is that a bottleneck for nautical growth in the Marche?

AP – Yes, it’s a critical issue. For a long time, authorities lacked understanding of the sector. We build many yachts here, but they don’t return because there’s no adequate berthing. Shipyards follow the yachts for maintenance and warranty work.

Today, however, the dialogue initiated by AMYC with the Central Adriatic Port Authority and local municipalities is producing results: we’re working on converting about 100 metres of quay in the commercial port of Ancona and 70 metres in Civitanova Marche for superyacht use.

PM – What’s the current situation in Pesaro?

AP – Space is fully utilised. Cantiere Rossini holds a 130-metre concession (12 berths for large yachts), managed as a high-end marina and certified with MaRINA Excellence, which recognises quality standards in port, hospitality, and safety services. During summer, we also host in-transit yachts with owners on board.

Outside our quay, berths for smaller vessels are all occupied. Fortunately, a former commercial dock has recently been repurposed and will soon offer around 100 new berths up to 25 metres, equipped with floating pontoons.

PM – What kind of relationship have you built with the city?

AP – At the beginning, we had to explain who we were and what we were doing. This area, right in the heart of the port and close to the promenade, used to host gas carrier construction — a very different and less visible type of work.

Since day one, we’ve organised Open Days, inviting residents to visit the yard. It’s been a cultural and communication effort that paid off: today, our presence is recognised for what it truly is — an opportunity for the city’s development.

PM – You mentioned sustainability. What are you doing in that regard?

AP – Ours is a young shipyard — the project was launched about ten years ago — and the facilities were designed with specific technologies to reduce environmental impact both during construction and in daily operations.

The laminated wood structures of our two large sheds, combined with light, corrosion-resistant aluminium cladding, are the most visible features, but not the only ones.

For the past three years, we’ve eliminated diesel from all yard vehicles — travel lift, forklifts, vans — and now use only HVO (Hydrotreated Vegetable Oil). It’s a simple yet effective choice that reduces emissions by up to 90%, without requiring any modification to engines, which can run interchangeably on diesel or HVO.

Unfortunately, HVO is not yet available in most marina fuel stations, which limits its use in yachting.

We’ve also obtained ISO 14001, ISO 9001, and Gender Equality (PdR 125) certifications and issue an annual ESG report to monitor our environmental and social performance.