Alfonso Postorino, a profound connoisseur of the yacht industry, is contributing to PressMare with a series of in-depth articles dedicated to the refit of large yachts. This time, the topic focuses on refit as a concrete lever for sustainability. A technical analysis that places data, real cases and operational criteria at the center, in order to understand how extending the service life of yachts can translate into a measurable reduction in environmental impact.

For many years now, the term “sustainability” has also become common in yachting, even though it is not always used appropriately. When environmental sustainability is discussed without specifying the context and without supporting statements with reliable data, it is easy to slip into “greenwashing” (a misleading marketing practice in which a company presents itself as more sustainable than it really is, using deceptive communication or exaggerating its environmental efforts to improve its image).

Stating that the refit of a yacht is, in itself, a sustainable activity is instead an incontrovertible truth. The simple fact that, following a refit, the useful life of a yacht is extended by a considerable number of years reduces the carbon footprint generated during the construction of the yacht and consequently increases the environmental sustainability of the yacht itself and of its operation.

This is particularly true in the case of conversion or reconstruction works. Without such interventions, the original hull would probably be destined for demolition, with a further negative impact on the environment due to the materials to be disposed of. The conversion into a yacht of a working vessel, typically a tug or a supply vessel, allows an otherwise ingloriously destined unit to be used for decades.

A fine example of conversion is M/Y Prometej, built in 1956 as an icebreaking tug and converted into a yacht following a refit completed in 2005 by Cantieri Navali di Pesaro for designer Alberta Ferretti. Prometej is still fully operational today, with her new owners engaged in an 18-month circumnavigation of the world.

The same can be said for the reconstruction of a yacht that has reached the end of its life but is nevertheless recovered, often with the intention of safeguarding a historical heritage made of design and construction techniques that may be obsolete but are undeniably fascinating. One example is M/Y Marala, built by Camper & Nicholsons in 1931, converted into a troop transport ship during the Second World War and then reconverted into a yacht through a refit carried out by the British shipyard Pendennis between 2019 and 2022.

A well-maintained yacht can sail for several decades. According to Boat Pro (Boat International), there are still 31 yachts in operation built in the second half of the 1800s, the oldest dating back to 1885, and another 212 launched between 1900 and 1930.

Recently I have been involved in managing refit projects on yachts built in the 1970s and 1980s, and I must say that in these occasions the feeling of “putting one’s hands” on a piece of yachting history was evident. Contributing, through a refit, to extending the useful life of a yacht that has already sailed the seas of the world for 45/50 years provides an additional satisfaction compared to refits carried out on recently built yachts.

Apart from these aspects related to extending the useful life of a yacht, a refit can also be an opportunity to adopt more environmentally friendly solutions. The use of advanced systems to reduce emissions from main engines and generators, replacement of generators with new models with lower emissions, use of eco-sustainable materials for interior fittings or deck coverings, replacement of glazing with new low-thermal-conductivity glass, improvement of internal insulation, use of advanced onboard power management systems (Power Management System), possibly with the use of artificial intelligence. AI can also be used to help the crew reduce consumption during a passage, improve battery performance in the case of yachts with serial diesel-electric propulsion, or reduce consumption related to air-conditioning use. These are all solutions employed on the latest generation yachts but absent on yachts built even just 10/15 years ago.

Naturally, in order to adopt them during a refit, the Owner must be sensitive to the issue of environmental sustainability and willing to reduce the impact of his yacht. He may not even be a convinced environmentalist but, in a more opportunistic way, aim to optimize consumption and, thanks to the adoption of more advanced systems, maintain a high value of his yacht in case of resale.

However, the sustainability of a refit is also linked to the choice of the shipyard where the work is carried out. Not all shipyards are equal from this point of view. Here are some considerations to be made in this regard:

• how many miles must be sailed to reach the refit yard and then the port from which the next cruise will start?

• does the yard hold ISO 14001 certification (which allows organizations to demonstrate the adoption of an effective environmental management system in support of improved environmental performance and the achievement of sustainability objectives)?

• does the electricity used come from certified renewable sources (GO certificates)?

• does the yard have procedures for the proper disposal of special waste?

• does the quay have systems for collecting black and grey water?

• does the yard have insulated sheds for painting activities?

• what energy source is used to heat the sheds/cocoons?

• which systems are used to reduce atmospheric emissions from sanding and painting activities?

• has the yard recently carried out an analysis of its carbon footprint?

• has the yard recently produced an ESG (Environment, Social, Governance) report?

It often happens that yachts spend more time in the shipyard than at sea. They frequently arrive in October and leave again in May. These are eight months during which they still consume electrical energy and produce waste and emissions. Choosing a shipyard sensitive to environmental issues can significantly affect the reduction of a yacht’s impact during lay-up periods.

The introduction of an environmental sustainability certification system for yacht construction and refit shipyards would be desirable. Something similar to the Rina Green Plus certification but aimed at shipyards rather than yachts. ISO 14001 certification already provides an indication, but it would be useful to have something more specific that takes into account the peculiarities of this sector.

There is still a long way to go, reliable data are lacking and the risk of superficial operations is just around the corner. An effort would be required from all stakeholders involved — owners, yacht managers, captains, shipyards, classification societies — to increasingly pay attention to environmental issues during refit works and seize the opportunity of refit to adopt new solutions aimed at reducing the environmental impact of yachts. It can be done.

Alfonso Postorino