“Invisible actors, directors of engineering, anything can happen below sea level.”

The chief engineer is a key figure on board. He or she is responsible for increasingly complex systems, a large department, and technologies that evolve faster than training programs. If everything works, no one notices. If something goes wrong, the problem almost always arises below sea level.

SUPER YACHT 24 interviewed Matteo Priano, born in Savona in 1981, a few days before he returns aboard his "kingdom," the engine room of a 120-meter giga yacht. He comes from a background in cruise ships and talks about his career, the daily challenges, and the future challenges of a role that is perhaps less "romantic" than that of a master, but equally crucial and certainly still under-reported.

Matteo Priano, let's start with your background: how did you end up as chief engineer on yachts?
I was born in 1981 and I'm from Savona. I attended nautical school and started sailing in 1999 with Costa cruise ships. I joined as a cadet engineer officer and worked my way up the ranks: third, second, and first officer. I sailed with Costa for eight years, then moved to Princess for another three. I've always worked on the engine room; I've never been on deck. The transition to yachts happened in 2010, almost by chance. I was first engineer officer on Princess and had just come ashore on leave. A captain friend called me because a yacht near his was looking for a temporary first engineer, just to fill a gap. I accepted out of curiosity, to understand how that world worked. It was supposed to be a short trial, but instead I stayed for five years. I liked the environment, the type of work, and the overall experience. My first boat was the Titan, an Italian-flagged yacht of about 64-65 meters. That's where I gained my first experience on yachts as first engineer officer. After about four years I became chief engineer and since then I have worked on various yachts, until I got to the one I am on today, a 120-metre”.

What's the difference between working on cruise ships and working on yachts, especially large ones?
"The difference is significant when we're talking about yachts up to 80-90 meters, which are pure yachts. But when you increase in size, as in the case of a 120-meter vessel, experience gained on cruise ships becomes crucial. In terms of systems, they're much more similar to a ship than to a traditional yacht. In effect, it's a smaller cruise ship. The role of the director also changes. On larger vessels, there's much more staff in the engine room, and the director becomes a very managerial, coordinating figure. On smaller vessels, however, the director is more operational; he's in the engine room, performing maintenance, and working directly on the systems."

Looking at the evolution of the sector, what are the main challenges for a chief engineer today?
The big challenge is new propulsion systems. There are many experiments being done on yachts: hybrid propulsion, fuel cells, and completely new solutions. Gas will also be available in the future, as is already the case on cruise ships. I remain a traditionalist. I still love the diesel engine coupled to the shaft. It's a simple, reliable system, perhaps a little retro, but one I know well. That said, the real challenge isn't just technological, but training. The problem is that new technologies are emerging very quickly, while training struggles to keep pace. Often, there's no real technical handover phase. You find yourself switching from a traditional diesel to complex systems, perhaps hydrogen or full hybrid, without adequate preparation.

Perhaps the media are also complicit… Why do you think there is so little talk about the chief engineer?

“Because we are invisible actors. When a yacht sails, everyone assumes it sails. No one imagines what happens below sea level. It's not like turning a key and going. During navigation, there are constant interventions. Sometimes they are routine operations, sometimes there are alarms. The captain and guests often don't notice anything, but we are working to prevent the problem from becoming visible. It could be a blackout averted in time, a generator that goes off and needs to be started, high engine temperatures, coolant changes, washes. These are all hidden operations, but they require time, expertise, and personnel. In the media, the figure of the captain is more romantic. We are seen as engineers, the ones with dirty overalls. But behind it all is a long and regulated training. State exams at the Harbour Master's Office, precise timeframes. I spent 18 months as a trainee, 48 months as a third officer to get my license, then 12 months as a first officer to earn the title of director. It's not something you improvise.”

Is it easy to find qualified chief engineers these days?
"No, it's getting harder. You could see it already at the nautical school: out of 30-40 students, most chose deck, and only a few chose car. Deck is seen as the path to becoming a captain. Those who choose car do it out of passion. Often, they're kids who were already dismantling scooters when they were young and had an interest in mechanics. If that passion is missing, a lot of the work is missing."

Let's get into everyday work: what are the main critical issues in the engine room?
Maintenance is divided into routine and extraordinary. Routine maintenance is scheduled and managed by the PMS, the Planned Management System. It's a software that generates maintenance tasks every day based on engine hours or weather: oil filters, seawater filters, air conditioning condensers, injectors, generators, anodes. Everything is scheduled based on the manufacturers' manuals and onboard experience. Then there's extraordinary maintenance, the unexpected. It's the one we hate the most. It could be a generator running on low pressure, dirty filters, or clogged injectors. With biodiesel, the algae problem is serious: over time, it forms a slime that clogs filters and injectors. It happened to me during a crossing from Gibraltar to Fort Lauderdale. The algae clogged everything. You have to clean the entire system. In the ocean, you work with belt filters; you have no alternative.

How important is predictive maintenance today?
"The PMS is already a big step forward. But when it comes to the unexpected, artificial intelligence isn't enough. Some failures aren't predictable. They just happen."

Let's talk about consumption and sustainability. What solutions actually work on yachts?
Hybrids make a lot of sense on yachts because they often sail at low speeds. Having a battery pack to cruise at 3-4 knots reduces fuel consumption and improves comfort. There are no vibrations; only the electric motor powers them. Compared to diesel-electric engines, hybrids allow you to turn everything off. The engine room becomes quieter, and fuel consumption is lower. It's a type of sailing that guests enjoy. As for fuels, synthetic ones are being tested. First, sulfur was reduced with Marpol regulations, then particulate filters were introduced on engines and generators. Today, in port, it's often unclear whether a yacht is using shore power or the generator running.

New construction or refit: which are the most problematic?
"A new build is critical in the first six to eight months. It's a continuous testing phase. The design on paper is one thing, the actual installation is another. It happens everywhere, in every shipyard. The refit, however, is my favorite part. If done well, it truly improves the boat. After a serious refit, the yacht can be much better than when it was delivered."

What are the most frequent critical issues after a refit?
Shell doors, cranes, gangways. Gangways are a nightmare for us. Not so much because of the hydraulics, but because of the electronics, because with a single button they perform the entire extension maneuver, which involves many more steps and one enable signal after another. Too many PLCs, too many proximity switches. If one doesn't read the code, everything grinds to a halt, and we often have to set sail with the gangway half-extended. We need more redundancy and the ability to operate the gangway manually, like in the old days. Today, we often bypass the PLC by bridging signals, but it's not the same. Another critical issue is the air conditioning. Open doors, heavy loads, and guests' comfort demands. It's always a chore. We often intervene with upgrades, larger batteries, and new vents, but we certainly can't tell guests that the saloon door must remain closed if the air conditioning is on.

Looking to the future, what skills will be crucial for a chief engineer?
Stay up-to-date. Technologies change rapidly, but training courses don't keep pace. Aside from high-voltage diesel-electric training, there are no real courses on batteries or hybrid systems. The gap is filled by following the construction process, talking to technicians, asking questions, and stealing the know-how before delivery. Because after delivery, you're the one responsible. Service networks today are a huge help, especially with remote access. They can connect even in the middle of the ocean. They do half the work remotely, and you do half.

Any advice for those who want to pursue this career?
"Start with ships. The background they provide you won't find on yachts. And for the engine room, you need a passion for engines and mechanics. Heat, noise, it's not a job for everyone. But there's one thing I'd never change: traveling the world. Even if we rarely see the sea. It's a life I couldn't give up." 

SUBSCRIBE TO THE FREE SUPER YACHT 24 NEWSLETTER

SUPER YACHT 24 IS ALSO ON WHATSAPP: JUST CLICK HERE TO SUBSCRIBE TO THE CHANNEL AND ALWAYS BE UPDATED

The 8th SUPER YACHT 24 Forum will take place on February 17, 2026, at the Marina Portosole in Sanremo.