Safety and yachting are the focus of the 5th SUPER YACHT 24 forum: "Rules and sharing are needed."

Pisa – Self-produced rules and shared by all players in the recreational boating sector. This is the hope of the yachting world, as it searches for clear and reliable rules to ensure that flying the Italian flag at the stern is no longer a nuisance or a source of penalization, but rather a sign of belonging to a competitive and modern register. This also includes defining rules that, while clear in the world of commercial shipping, leave a regulatory vacuum in the recreational boating sector.

The topic was the focus of one of the panels held during the 5th SUPER YACHT 24 Forum, held at the Hotel Galilei in Pisa before an audience of approximately 200 industry professionals and featuring some of the industry's leading experts among the speakers. Opening the discussion was Lorenzo Pollicardo of SYBAss, who explained that "a fleet like that of large yachts, which has grown sevenfold in size in 30 years, makes it difficult to imagine the yachting industry as being outside the maritime community. But we still have little success," Pollicardo said, "when we push for regulations for commercial vessels to be adapted to yachting. On safety, we are trying to unify the so-called flag codes, to have a single safety code that will help us better protect ourselves from international safety speculation."

These rules will soon be introduced for yachting as well. "SOLAS will inevitably have to dedicate a chapter to yachting," said lawyer Enrico Molisani of Wegal, "as will the issue of flags. There can't be flags that are easier or more convenient than others: there must be uniformity. Then there's the issue of cybersecurity, which brings with it the issue of digitalization, as well as that of new fuels. We're not talking about the environment, but rather about the vessel's assets and the responsibilities of those who supply and operate engines with new fuels."

In this context, training becomes crucial. Luigi Bruzzo described the commitment of Navigo Ysil, which runs "an academy that trains future maritime professionals, teaching them how to use these innovations." This is an important activity, as underscored by the applause of several captains in the room, who reiterated how crucial the human element is. Companies also ask us to maintain the know-how that makes us world leaders. Losing it would mean giving away jobs to shipyards in other countries.

To describe the current state of recreational boating in Italy, Roberto Neglia, head of institutional relations for Confindustria Nautica, uses the comparison of a lame duck. On one side, there's the very robust backbone of the Italian industry, the most important in the world, highly structured; on the other, the lame backbone of regulations, where "we're last in line," explained Roberto Neglia, "since we've always looked to other standards. I'd like Italy to instead achieve the Single Code in a competitive manner."

Several incentives have already been introduced, such as the revision of the Code's implementing regulations and the Titles Decree, "which were developed together with the Government," Neglia said, "and which allow us to try to remain at the negotiating table." Furthermore, the Italian Passenger Yacht Code is being introduced, which will elevate Italy's competitiveness.

In the IMO, where the rules are made, it's who registers the vessels that counts, not who produces them. Therefore, Italy is at a disadvantage, given that it produces many pleasure boats, but it also registers very few, to the advantage of other flags.

"Our task," Neglia added, "is to work to strengthen the lame leg. For example, the stability test will be waived for sister vessels; there are new safety features, such as the Epirb, which can be replaced with a satellite phone; the electronic compass has the legal right to replace the magnetic one. There are many new developments."

The qualification reform is also important. "We fought for years," said Neglia, "to secure the amendment to the decree governing Italian recreational boating qualifications. Italian captains are being slain because, even though they adhere to an international convention, they work twice as hard as a British or Maltese captain, and it's unclear why. The STCW qualification reform is making Italy absolutely competitive, which will finally stop us from being left behind."

Speaking of safety in the field, a focus on the weather couldn't be missed. The weather has gone crazy, as demonstrated by the Mediterranean, which has seen the hottest sea surface temperatures over the past two years. "Something is changing, and so we need to change techniques too. We share the concerns of captains," said Gianfranco Maggiorin of Navimeteo, "who are much more stressed when choosing their routes." Starting from the fact that weather information is now available to everyone thanks to technology, Maggiorin called for the creation of fleet operation managers for every shipyard, as was done for shipping companies after the Costa Concordia tragedy. "Why don't yacht shipyards," said Maggiorin, "create a fleet operation center? A unique point of collaboration, monitoring, contact, and assistance. And if it were to start in Tuscany, it would be extraordinary. We need to communicate more, and captains are the most valuable actors because the information they can provide will never be stored on any computer."

Attorney Enrico Mordiglia of the Mordiglia Law Firm spoke about maritime accidents. "Accidents happen," he said, "and this leads to a series of investigations, both criminal and administrative. Some are required by law to determine the causes of the accident. In Italy, an independent body must conduct investigations when an accident occurs to an Italian vessel or in Italian waters. But this law has a flaw: the law stipulates that these investigations are not mandatory when they involve yachts not engaged in commercial activity, i.e., pleasure craft. They are only mandatory when there are criminal liability issues." And regarding shipyard liability, "we're talking about contractual liability. Liability in the event of a maritime accident due to a defect is a different matter. We're talking about non-contractual liability, but we must prove an unlawful act, a negligent or malicious act that has a causal connection with an event."

Yacht management companies, faced with a lack of regulation, are increasingly burdened. "In the cruise industry," said Roberto Martinoli of MC4 Yachts, "there are few operators with large numbers of ships, with training centers that offer support and benefits. Ownership in yachts is highly fragmented. The player with the most ownership is the management company, whose regulations are closely aligned with those of cruise ships. The yachting industry should follow the cruise industry's example, which has introduced regulations of its own, without waiting for the legislature. The transfer of experience and expertise from luxury cruises to yachting is already underway."

Attorney Marco Paggini, of Vaudo Paggini & C. Law Firm, explained the authorization process, and more, for mooring a 90-meter yacht at the Cala dei Medici Marina, which is authorized for moorings up to 35 meters. "After the operation was successfully completed," Paggini explained, "we wondered why Tuscany, home to the best players, lacks a home port for these jewels, as does Mirabello, Genoa Marina Aeroporto. Cala dei Medici is considering doubling the breakwater, with a new pier to create moorings from 40 to 100 meters."

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