A Captain between passion and pragmatism: the evolution of superyachting seen from on board

SUPER YACHT 24 meets Alberto Zambelli, captain of Oceanco's 53-meter Friendship. Drawing on his experience, combining technical and engineering rigor with a love of the sea, he offers a direct and authoritative perspective on the challenges and trends shaping the future of superyachting.

Captain, what events or passions inspired you to pursue a career in yachting?

My passion for sailing began with my father and brother. I competed for years between Lake Como and Stromboli, and this total immersion shaped my youth. A crucial experience came from attending the summer courses at the Naval Academy in Livorno, which taught me discipline and a sense of identity as a sailor. My career then took off in charter, gradually moving from sailing to motorboats, both in charter and private, until I am currently in command of a 53-meter Oceanco for a Dutch owner.

You have a family background in metalworking engineering. How useful was this on-shore training in your career at sea?

“It was crucial. My father and uncle were metalworking engineers, and our family business specialized in metalwork. From an early age, I was accustomed to getting my hands dirty with things, dismantling them, and understanding their mechanisms. This manual skill and my engineering background gave me a solid foundation for understanding how boats work and interacting with chief engineers and naval engineers.”

Staying on the technical side: in yachting, there's a lot of talk right now about "steer to green" and hybrid boats. What's your vision?

We've had hybrid boats for centuries: a sailboat with an engine is inherently hybrid! The point is that today, batteries and hybrid propulsion systems are being added to power increasingly larger yachts, loaded with options that consume enormous amounts of energy. In my opinion, this trend risks becoming hypocritical. The industry seems to have lost the true meaning of sailing, chasing aesthetic solutions at the expense of functionality. We've seen similar attempts in the past, when minimalist sail design sacrificed practicality: for example, hidden anchors that, simply to remain invisible, created constant problems. This pursuit of design at all costs has, in a certain sense, compromised solidity, a trend I see today in some of the new constructions.

What are your concerns about these new constructions?

I'm seeing more and more huge glass windows glued together, and although I'm assured they use aeronautical resins, my long experience leads me to have some doubts. Another concern concerns 'transformers,' those sterns that open with wings and mobile platforms. These are solutions much loved by shipowners, but from my point of view, they are complex hydraulic systems that remain in salt water for long periods. And in the end, we, the captains, are the ones who have to maintain them and ensure their functionality and safety.

In the case of transformers, how can they impact the structural and operational safety of a boat?

These large, open transoms, designed for very Mediterranean-style boats, can create serious problems with water masses, even though they're intended for coastal cruising with limited wave heights. The real risk, however, arises when owners decide to push the limits for which the vessel was designed. I've personally seen owners who wanted to go to the Caribbean on a vessel intended for coastal cruising. I even had an owner who bought a 90s boat, very high-performance for its size, and wanted to go ice-class cruising only because a broker told him it was possible: something that was technically impossible. And anyway, even in the Mediterranean, boats sink: the Gulf of Lions and summer storms are increasingly unpredictable.

Among the "critical" issues is that of undersizing. What causes it?

The problem stems from the tendency to maximize volume and space, but at the expense of weight. This leads to undersized chain lines and anchors, and a hull with insufficient keel and draft. The result is boats that "plow" at anchor, swinging in the wind rather than remaining stable. While a boat built with North Sea criteria puts "iron in the water" and remains calm, on some modern boats a veranda on the sundeck can become a "mizzen sail" that unbalances the stern.

In my opinion, this is due to the fact that boats are sold primarily for charter, and at boat shows, people look for beauty, the "wow factor," the onboard "experience." Brokers have organized themselves to offer complete packages that include management and recruitment, focusing on the commercial aspect rather than on solidity and the true sailing experience. Personally, I find that a classic boat, compared to an average one sold today, sits in the water in a completely different way, with an elegance and shapes that are the fruit of hundreds of years of study in the design, development, and optimization of waterlines.

Your current boat is a 53-meter Oceanco. What features of this boat do you appreciate most?

“It gives the feeling of being at sea on a safe boat. It's Dutch, built 25 years ago. It's the same size as modern boats, but weighs almost twice as much. We're talking about a displacement of 600 tons, compared to the average 380 tons for a Mediterranean shipyard. It has a draft of almost 4 meters, and it moves smoothly through the water, taking the sea head first in a way that surprises you. This feeling of harmonious movement is difficult to convey, but for a sailor it's priceless. The smoothness, the silence, the lack of vibration: these are the things that made me fall in love with this boat.”

And in terms of design?

"It has a distinctive design, combining innovation with safety. The enormous windows, which were unthinkable 25 years ago, make it incredibly bright, transcending the idea of ​​a dark and closed 'Northern boat.'" This result is achieved thanks to a traditional and safe system, with screwed steel frames: an approach that, in my opinion, represents the best synthesis of aesthetics and functionality."

Italy is a leader in superyacht construction, but Northern Europe continues to lead the way, especially in certain types of vessels. Why don't we follow their approach to stability and weight?

I think it's a question of market and construction philosophy. Northern European shipyards cater to a market oriented towards tradition and the highest quality. They work on large scales, with enormous waiting lists, and their boats aren't for everyone. It's a bit like comparing a Rolls-Royce to a Fiat: they make unique pieces of a certain type.

In Italy, on the other hand, with a few exceptions, we produce large numbers with a more standardized and optimized production. Our boats are designed for more relaxed sailing, perhaps under the Faraglioni of Capri, catering to a different but highly successful market segment.”

With the growth of the superyacht segment over 50 meters in Italy, isn't there a risk that this difference in weight and stability will become even more evident?

"Yes, I think so. The comfort of sailing, the safety, and the sense of stability you feel on a boat with a certain weight and solid construction principles are fundamental factors. Perhaps an owner doesn't consider them on the first boat, but after having owned two or three, their perspective changes. Production costs are obviously different, but I believe that at a certain point, substance will prevail over appearance again. The emphasis on the "wow factor" seen at boat shows doesn't do justice to the true sailing experience, which is based on solidity and reliability.

Speaking of crew conditions, how do you manage rotations and salaries in such a demanding sector?

Long-term stays on board are managed through a combined pay and rotation system. Although salaries are competitive, the real determining factor is tips, which can even exceed the base pay. On a vessel like ours, tips are split equally, and last year they exceeded €20.000. This allows a junior stewardess to earn significant sums. To retain professionals, especially engineer officers who often come from merchant shipping, stable rotations (e.g., 2-on/2-off) are offered. These solutions are the industry's way of balancing the demands of the job with the well-being of the crew.

On the topic of safety, you raised concerns about regulatory shortcomings and the differences in approach between commercial and private boating. What, in your opinion, are the most urgent gaps that need to be filled?

The biggest gap is the lack of a single standard. Onboard safety rules should be identical for everyone, regardless of the type of sailing. Today, occasional charters allow a private vessel to operate like a commercial one without having to comply with the same rigorous regulations (SOLAS, ISM, MLC, licensing, and safe manning). This creates a dangerous disparity in treatment for crews and passengers. It's unclear why a guest paying for a charter shouldn't have the same safety standards as the owner's friend. Private vessels aren't even required to undergo a megger test for electrical leakage, a serious shortcoming considering that statistics show that many fires are linked to electrical systems. In my opinion, the industry urgently needs clear and precise rules that truly protect everyone's safety.

Speaking of fires, the industry is increasingly pushing toward sustainability and electric propulsion. What specific risks arise with the use of lithium batteries, and how should we manage them?

Electric is a hot topic, but electric toys and their lithium batteries are becoming a major problem. In the event of a fire, they're practically unstoppable. I, for example, keep them on deck, ready to be thrown overboard if necessary. I know some might object, but the damage from an entire ship on fire with tens of thousands of liters of diesel fuel would be infinitely worse. "Steer to green" risks being hypocritical if it's not accompanied by clear regulations and adequate safety protocols. However, I've heard that some designers are considering placing batteries between the hulls of catamarans, ready to be dropped into the sea. There's still a lot to do to create standards that truly protect both safety and the environment, without compromise.

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