In the ongoing energy transition reshaping the yachting sector, the contribution of industry associations and key international stakeholders is becoming increasingly central. We discuss this with Lorenzo Pollicardo, Technical and Environmental Director of SYBAss (Superyacht Builders Association), one of the leading global organisations representing superyacht builders. With extensive experience in maritime regulation and technical innovation processes, Pollicardo is now an authoritative voice in the sustainability debate, actively engaged with international institutions such as the IMO and the wider shipping industry.

PressMare – Decarbonisation in the maritime sector is widely discussed today. What is the concrete direction, and how does yachting fit into it?

Lorenzo Pollicardo – The direction has been clearly defined at an international level, particularly by the IMO, through a roadmap structured in three phases: short, mid and long term. This is not just a political vision, but an operational strategy for the entire maritime industry.

In the initial “short-term” phase, the focus is on energy efficiency: before changing fuels, consumption must be reduced. This is particularly relevant in yachting, which has its own specific profile, as a large share of onboard energy demand—around 90%—is related to onboard services, the so-called “hotel load”. This is the opposite of what happens in commercial shipping.

Here, alongside the necessary optimisation of onboard systems—such as air conditioning—design plays a fundamental role: more efficient hulls, optimised systems, but also seemingly secondary design choices. Consider glazing: surfaces are increasingly extensive, yet their impact on overall energy demand is rarely taken into account. High-performance glass could significantly reduce the energy required for climate control.

The implementation of the IMO “short-term” phase has already delivered important results in shipping, with a reduction in CO₂ emissions of around 30% according to the “tank to wake” approach. However, to reach the 2050 zero-emission target, energy efficiency alone will not be sufficient.

PM – What changes in the subsequent phases? And how important is the type of fuel?

LP – In the mid-term phase, there is a shift in paradigm: from “tank to wake” to “well to wake”, considering the entire lifecycle of the fuel. It is no longer enough to look at the vessel’s direct emissions; attention must also be paid to how the fuel is produced and transported to ports.

This leads to a more critical assessment of “green” solutions. Biofuels, for instance, are valid if derived from waste, but become problematic if they require dedicated crops with high consumption of land, water and other natural resources. The same applies to electric propulsion: a fully electric yacht may have zero emissions in port and at sea, but if the electricity supplied in port comes from fossil sources, the overall balance becomes negative.

In yachting, the complexity is even greater than in commercial shipping: yachts generally have a much longer lifespan. A yacht designed today will operate for several decades, whereas a commercial vessel is typically scrapped much earlier. This makes every design decision more critical. Retrofit solutions are difficult and sometimes impractical, although immediate options exist, such as the use of advanced biofuels like HVO, which could reduce emissions by up to 30% today.

PM – What are the technological prospects and the main challenges ahead?

LP – There is no single solution. Some fuels, such as ammonia and LNG, are less suited to yachting, while methanol, biofuels and, in the longer term, hydrogen appear more promising. However, the real issue is not only technological or industrial, but also infrastructural.

Yachting alone does not have the critical mass to support a global network for new fuels. It inevitably depends on developments across the wider maritime sector. Without large-scale investments, these fuels will neither be produced nor widely available.

In this context, regulation plays a decisive role: when it is clear and binding, it accelerates innovation. This has already been seen with NOx regulations. At the same time, safety remains a key concern: new fuels such as hydrogen and methanol introduce specific risks. Even in commercial shipping, solutions like wind-assisted propulsion require new rules to ensure vessel stability, as ships are not originally designed to accommodate masts and sails.

Looking at the long term, the picture remains open. Nuclear propulsion is also being discussed, supported by some major economic powers. Beyond individual technologies, it is clear that decarbonisation across the maritime community will be a long process, based on compromises and progressive investments. At the same time, it is evident that our industry has both the obligation and the opportunity to direct its design capabilities and dynamism towards decarbonisation.

In this respect, yachting can take on a pilot role for the entire international maritime community. An industry that, even in the absence of strict regulatory obligations, shows responsibility by investing in decarbonisation can become a model for shipping and potentially for many other sectors of the global economy.

Some of the concepts highlighted by Eng. Pollicardo are currently under further study and development. We will follow their progress through a series of dedicated articles, documenting both ongoing activities and future plans.

Filippo Ceragioli