Riva
Riva builds yachts from 76 to 133 feet in La Spezia in an almost clinical environment and with the help of modern work organisation.
Through the Gulf of La Spezia, behind the two-kilometre-long breakwater, a hull that fits in with Riva's design scheme sails in on a pontoon: flat, sporty, with cut-outs for large windows and with this wheelhouse front in the shape of a falcon's bonnet. If there is one unmistakable design language in yachting, then it is probably the design language of Officina Italiana Design for Riva. The large ones made of GRP are also easy to recognise, even when half-finished.
It is the sixth build number of the 130' Bellissima, which was presented in 2022 and laminated at the composite site in Massa, twelve nautical miles away. "All our shells are delivered. We build and fit them out here in La Spezia," explains project engineer Michele Nardele. Everything above the 76' Perseo Super arrives in La Spezia by sea. Models under 76 feet still come from Sarnico on Lago d'Iseo, while the 50-metre metal formats and the new 54-metre aluminium flagship leave the Ferretti Group's superyacht shipyard in Ancona.
The Bellissima, which is not buoyant, is pushed into the harbour basin, picked up by the 300-tonne travel lift and transported on slings to one of the six halls. The spidery travelling crane and even the bollards shine in the Riva aquamarine that is used to set down every water pass and that appears everywhere here. To create a harmonious overall picture, the hall doors shimmer in a similar silvery colour to the majority of the GRP yachts, while the facades shine in midnight blue.
Riva experience: order and collect your yacht in one place
The launch dock is flanked by two piers, each surrounded by buildings connected by a canopy and a walkway. The hospitality centre is located in the eastern complex. Customers drive into a garage for handover and immediately see their yacht through a glass front. One floor up, wood decors or lacquers are selected in the hallway and the project is configured in a private lounge. High-gloss mahogany is also used here, sometimes with stylised joints like those on mobile phone covers or Aquarama model boats. There is probably no other yacht brand that goes beyond the actual product as much as Riva.
It goes into the halls with a total of four production lines and 21 construction sites. In La Spezia, Riva employs 72 staff and 101 craftsmen. The latter are joined by 440 people from subcontracting companies. "Our employees in production are on average 41 years old. In the offices, the average age is 46 and they have been with the company for eleven years," says Nardele, leading the way into the paint booths. "They are among the largest in Europe." Although there are actually two halls, one with 516 and the other with 444 square metres of space.
Afterwards, the project engineer asks to board a 39.62 metre Bellissima, which is to be called "Seven" and serve the prominent owner as a replacement for a 90' Argo. The GRP flagship shows just how much of a worldwide phenomenon Riva is. The first went to a US owner, the second to a European owner. Between the construction sites, there are large displays on the upper level that show the weekly schedule for each hall and project-related work progress. Suppliers also use these displays to check out once a work step has been completed, after which quality control takes place. Instructions are also stored there for independent action.
Riva has been building in La Spezia since 2014 and now manages 40 deliveries per year. Mauro Micheli and Sergio Beretta from Officina Italiana Design always deliver unmistakable shapes.
Baglietto
Baglietto stands for aluminium gliders, but also for consumption-optimised steel displacement vehicles. Behind the growth is high financial strength.
Green hydrogen is considered the champagne of fuels. As the crude oil of tomorrow. It is pure and still very rare. All you need to produce it is water, renewable energy sources and an alkaline electrolyser. So why not produce green hydrogen on board? There is plenty of water available, and you are usually travelling in the sun. Baglietto's CCO Fabio Ermetto is standing at the head of the main pier, under a covered car park with photovoltaic modules: "The solar surface on the sun deck of the T52 will be as large as this." The Bzero edition of the successful 52-metre model will serve as a floating test balloon in 2026. The 275 kilowatts of peak output from solar power will then be used to operate an AEM electrolyser from Enapter. This has a total output of 55 kilowatts and produces up to 20 kilograms of green hydrogen in 24 hours. The effort is necessary because the infrastructure for green hydrogen does not yet exist.
"With the test stand, we want to convince our customers of the safety of the technology," explains Ermetto, going into further detail. The hydrogen produced is not converted; unlike Lürssen or Sanlorenzo, for example, the methanol reformer is not used. However, the gas is also not liquefied and stored in energy-intensive cryogenic tanks at minus 253 degrees Celsius or in gaseous form at 700 bar. Baglietto found a partner in Bluenergy Revolution, in whose metal hydride cylinders (MH storage) the green hydrogen is stored at room temperature and 35 bar. The capacity is said to be up to 72 kilograms, which corresponds to 1.2 megawatt hours of energy. A thermal management system controls heating during hydrogen discharge and cooling during charging. The thermal energy required comes from the heat of the PEM fuel cell from Arca, which generates up to 55 kilowatts of electricity without producing any pollutants or noise. It uses hydrogen as fuel and feeds the clean electricity into a 700-volt DC grid. A rectifier converts it into 400-volt alternating current. On board the Bzero-T52 there will also be batteries with a capacity of 800 kilowatts, which will enable fully electric travel over 120 nautical miles.
Short delivery times are becoming increasingly important
"Hybrid drives play a role in 80 per cent of our enquiries," says Ermetto. Eight units of the T52 were sold even before steel came into contact with water. The bestseller takes 26 months to build, with 15 yachts currently in the hands of the engineers, fit-out and outfitting teams. The customers come 40 per cent each from North America and Europe. Six to seven deliveries are made per year, whereby one model unit is always started without an owner. Ermetto says: "The custom market is getting smaller, owners are looking for ever shorter delivery times. Nevertheless, we don't want to lose our market leadership in fast aluminium gliders."
Four of the compact "entry-level model" Dom 135 are currently under construction at the Carrara site. The Domus series, Latin for home, was designed by Stefano Vafiadis. The Roman also designed its sister, the 34.50-metre-long Dom 115, which Baglietto also welds from aluminium, as Fabio Ermetto emphasises. This focus is one reason why northern European owners appreciate the traditional Italian shipyard so much. Another: "We don't have to build in GRP to achieve high quantities and satisfy shareholders." Ermetto is sure of the financial backing of the Gavio Group, which has 200,000 employees and covers major infrastructure projects in Italy. The yacht business, which also includes Bertram and the new shipyard in Tampa following the acquisition in 2015, accounts for three per cent of Gavio's business. In La Spezia, the 700-tonne travel lift, one of the largest in the Mediterranean, will not be standing still. The next available slot for new construction is in 2026.
Sanlorenzo
Sanlorenzo's superyacht division is turning into a profit driver. Massimo Perotti's vision is characterised by style and sustainability.
The portal shimmers bronze-coloured in front of a late baroque façade. The entrance to the Sanlorenzo headquarters shows what La Spezia is all about: metal yachts from 44 to 73 metres in length. This is where shipbuilding meets high architecture. Milan architect Piero Lissoni also designed the production facilities behind it. The halls shine in a strong blue colour with striking numbers in large letters and in the Helvetica font. The external insulation with corrugated, perforated aluminium panels is sustainable. Sanlorenzo CEO Massimio Perotti and Lissoni came together in 2017 for the interior contract for the SX88, of which the 50th building is currently under construction.
Owners are getting younger and spending more time at sea
Sanlorenzo acquired the 50,000 square metres in La Spezia seven years ago, and metal was added to the portfolio in 2007 with the 40Alloy aluminium model. In the first ten years, the company delivered 16 yachts made of steel and aluminium; this compares to a total of 32 launches in the last six years. The breakthrough came with the 52Steel of which the ninth is now under construction. Seven of the Alloy (44 metres) presented in 2020 were launched, and at times Sanlorenzo worked on four orders in parallel. Just as many units of the 50-metre 500EXP model are afloat, plus four 460EXP - a record fleet within this explorer size segment.
According to Sanlorenzo, the fact that owners are spending more time on board fits in with the rapid increase in the metal sector. According to the report, yacht owners were 56 years old on average in 2016 and spent 60 days on board. Time at sea doubled within four years, while the average age fell to 48. Two X-Spaces are ready for delivery; Sanlorenzo calls the new model an "elegant explorer": 44 metres long and 495 gross tonnes in size. The 62 metre long "Rose d'Or" and two 57Steel are moored on the quay next door, all equipped with modern Zuccon lines . The sister ships demonstrate the wide range of customisation options. In terms of colour - with dark grey and white hulls - but also technically. On "Alma", with an interior by Vickers Studio, the tender sails in on its own keel, just like on the 52Steel after the beach club. "Virtuosity" has all the tender garages in the foredeck and was designed by Piero Lissoni.
Sanlorenzo is likely to be the first yacht shipyard to equip a 50-metre project with a fuel cell. On the first 50Steel, ordered by Massimo Perotti, green methanol, which is stored in a similar way to diesel but requires slightly more volume, is expected to be sloshing around in the bunker as early as 2024. The 70-kilowatt fuel cell from Siemens Energy is intended to cover hotel operations. Sanlorenzo is focussing on dual energy supply until 2030, and then on emission-free yacht operation. Perotti's strategy is supported by the share price, which has risen by a good 100 per cent since the IPO in 2019.
