Baglietto: The T60 Evolves into the T62, Designed to Accommodate the BZero Green Hydrogen System. Deprati: The Next Step Is a 75-Metre Yacht

The evolution of the T60, the largest yacht ever launched by Baglietto since its founding in 1854, is already in the pipeline. The platform will be extended to 62 metres and designed to accommodate BZero, the technology through which the La Spezia-based shipyard aims to integrate hydrogen into the onboard energy system. This was the main announcement to emerge from an interview Deprati gave to PressMare during the 2026 Monaco Yacht Show.

Diego Michele Deprati

The project marks another step forward in Baglietto’s development of new energy technologies. The shipyard leads the BZero initiative, whose original development involved six partners with design teams based in Italy: Arco Technologies, BluEnergy Revolution, Enapter, H2Boat, Siemens Energy and RINA, the classification society responsible for overseeing and validating the various stages.

BZero is designed to extend a yacht’s range in zero-emission electric mode. It involves integrating fuel cells into a hybrid or diesel-electric platform and, in the configuration developed by the shipyard, also includes a module that produces hydrogen through water electrolysis, primarily using renewable energy, and stores it in low-pressure metal hydrides. Baglietto has been working on this technology for several years, and the new 62-metre yacht could now provide an opportunity for its onboard application.

Hydrogen, however, is only one of the topics discussed with Deprati. The conversation also covers the future 75-metre yacht, the situation involving The Italian Sea Group and Baglietto’s interest in its La Spezia facility, as well as the supply chain and competition from Turkish shipyards.

BZero Power Station

PressMare – Monaco remains the leading yacht show for this segment. What are your impressions of the 2026 edition?

Diego Michele Deprati – I believe it will continue to hold that position for many years to come. Although there has been discussion, including within some industry associations, about the possibility of changing things, Monte Carlo remains a global benchmark for many reasons. After the first two days, I sense a strong determination among shipyards to present new products and models, reflecting a willingness to look ahead. Traditionally, we tend to be somewhat more conservative: we follow these developments, but cautiously.

This year, we brought two new models, including the Fast50, which has just left the shipyard and exceeded our expectations. We anticipated a top speed of 30 knots, but it surpassed 32. Having been a captain myself, however, what matters most to me is how the yacht feels underfoot, and at a cruising speed of 27–28 knots, we achieved a level of comfort that genuinely impressed me. When I test a yacht, my procedure is simple: stabilisers off, maximum engine revolutions, and the helm turned 35 degrees to starboard and then to port. The Fast50 demonstrated excellent stability without becoming uncomfortable. I believe it is a very well-balanced design.

Baglietto Fast50 and T60

PM – How many yacht owners still associate luxury with performance?

DMD – Unfortunately, not many. The engineering and technology required to build a yacht of this size capable of reaching 30 knots are completely different from those used for semi-displacement or displacement yachts. The design, materials and construction technologies all change.

We worked extensively on weight reduction for the Fast50, and Francesco Paszkowski made a significant contribution. We managed to come in approximately ten tonnes below the projected weight. However, reducing weight takes time and requires meticulous attention to furnishings and every individual component, because making a yacht lighter without compromising style, perceived quality or luxury is a complex challenge. I believe we have achieved a good balance here.

PM – On the other hand, there is the issue of environmental impact. Do yacht owners recognise the economic value of hybrid technologies and the solutions you are developing?

DMD – Not sufficiently, at least not yet. We have been working on hybrid propulsion for years and are also developing hydrogen technology, but customers often do not recognise the added value of these systems in the yacht’s price. This is why we are considering a different approach: on the future 62-metre yacht, the hybrid and hydrogen components could be offered directly by the shipyard as integral parts of the project. We want to test and continue developing them, and we will probably have to be the ones driving this transition, because customers remain rather sceptical today.

Baglietto T62

PM – Is this scepticism related to safety or to the complexity of the systems?

DMD – Mainly to complexity and reliability. Crew training must also be taken into account, as crews do not always have the skills required to manage highly complex systems. If an owner uses the yacht for just a few days of cruising and encounters minor problems throughout that time, the overall impression becomes negative.

I believe we have achieved a good level of reliability. This year, we delivered the second hybrid unit in the T52 series, equipped with a new Siemens system. It completed the entire season and is now returning without any problems. We also provide continuous 24-hour remote assistance, with Siemens and Baglietto personnel connected to the captain and chief engineer, allowing us to resolve the vast majority of issues. With this level of service, I still consider hybrid propulsion a valid solution despite its high cost. I must admit, however, that requests have been limited recently.

PM – The DOM range, meanwhile, continues to attract orders. How do you explain the success of the DOM133?

DMD – The DOM133 originated during the Cerri Cantieri Navali era and continues to deliver excellent results. It is a 40-metre yacht offering spaces and volumes comparable to those of a 50-metre vessel, but at a substantially different price point. It is built in light alloy, meaning metal, with important technical characteristics and a particularly well-designed hull that delivers very good fuel efficiency and a cruising speed of 15–16 knots.

We have now introduced the DOM155 and sold the first unit, while demand remains strong for both the DOM133 and the DOM115, our entry-level steel model. The latter is a 35-metre yacht, and there are not many steel-hulled options in that size category. This has created an interesting market niche.

Baglietto DOM155

PM – Metal construction is gaining ground even in size categories traditionally dominated by composites until a few years ago. Why is that?

DMD – Initially, I was sceptical myself about building a 35-metre yacht in steel, because it inevitably involves higher construction costs. Just consider the difference between working with steel plate and manufacturing a fibreglass component. But when you manage to explain to customers that a steel yacht of this size is effectively a small displacement yacht, particularly in terms of its behaviour at sea, their perception changes.

I personally tested the first DOM115, and its comfort and stability are remarkable. Customers have also tested it, and the market response has been positive. We are talking about a yacht costing approximately €18 million, so it is certainly not a product sold primarily on price.

Metal also offers another advantage: the ability to evolve the product. Comparing the first DOM133 with the latest units, restyling and modifications have introduced substantial improvements. With fibreglass, this process is much more complex from an industrial standpoint and often leads to the development of an entirely new model, with consequences for the value of its predecessor.

Baglietto DOM115 “Cadet”

PM – Looking at the larger end of the range, is the T60 now the starting point for further development?

DMD – We have built the first 60-metre yacht and have two more under construction, both already sold, with deliveries scheduled for 2028 and 2029. We are already considering its evolution: a 62-metre yacht incorporating BZero technology. Francesco Paszkowski has managed to integrate these components into the superstructure without affecting the yacht’s aesthetics. This will be the fourth unit we put into production.

Our objective is to continue moving into larger size categories. We are also working on a 75-metre yacht, and further developments will be announced soon. We proceed in measured steps: first we reached 50 metres, then 60, and the experience we have gained now gives us greater confidence to take the next step. We were also greatly reassured by feedback from the captain of the first 60-metre yacht, a highly experienced professional who was very satisfied with the vessel’s performance throughout the season. For me, that kind of feedback is particularly important.

PM – Will the future 75-metre yacht be fully custom-built?

DMD – No, and that is precisely the point. It will be a Baglietto project: we will not start from a customer’s design brief, but from our own design. Naturally, we also build custom yachts, but in this case we want to follow the same philosophy as the 60-metre model and create a 75-metre yacht that is unmistakably a Baglietto. We are talking about approximately 2,000 GT. The propulsion system is still under consideration, and we are evaluating several solutions. This is our next step.

Baglietto currently has an average of around twenty contracts in place, alongside four yachts being built on speculation. Within this order portfolio, we are beginning to see that a yacht of this size could find its place in the market. We want to gain this experience.

Baglietto T60 and Fast50

PM – Building larger yachts requires greater production capacity and more space. Can you confirm your interest in additional areas or other shipyards in the region?

DMD – I can confirm that, should some of the opportunities we are currently pursuing fail to materialise. At present, part of our shipyard space is still used for steel and metal fabrication because we cannot always find subcontractors capable of providing all the guarantees we require. Ideally, we would like to dedicate our existing facilities entirely to yacht outfitting. If opportunities involving areas close to our current facilities materialise, we could achieve a more efficient production setup.

PM – Regarding the proceedings involving The Italian Sea Group, what exactly is Baglietto interested in?

DMD – We are interested in an asset deal involving the La Spezia shipyard, and nothing else. I can imagine that the commissioners and the judge are also interested in finding a solution that takes employment and industrial considerations into account. In any case, the situation remains open, and the outcome is far from decided.

PM – Regardless of the outcome, do you think what happened has affected the credibility of Italian shipbuilding internationally?

DMD – We had come through several years during which Italy had regained considerable international credibility. I believe the situation may have caused some reputational damage, but I do not think it will lead to widespread distrust, particularly because the other major Italian groups have solid foundations.

I also consider the human and supply-chain implications particularly important. A significant proportion of the companies supplying The Italian Sea Group also work with us and other shipyards. When a company of that size encounters financial difficulties, suppliers are left exposed to substantial sums, and other shipyards must somehow support them, either by advancing resources or ensuring continuity of work so they can retain their employees. The consequences therefore spread throughout the entire supply chain. I believe this issue deserves careful consideration at the political level as well, because in crises of this magnitude, it is primarily supply-chain companies and workers who bear the cost.

PM – Did the TISG crisis come as a surprise to you?

DMD – There may have been some warning signs. However, I have great respect for those who built that company: it was an ambitious undertaking. Moving from fibreglass boats to yachts of that size in a relatively short period required investment and considerable determination.

From my perspective, however, building industrial organisations of that scale takes decades. You need facilities that have accumulated experience, established teams and an appropriate organisational structure. Perhaps the process was too rapid, and this aspect may have been underestimated. I acknowledge the courage of those who invested in and believed in the project, but I would not go any further than that.

PM – There has also been considerable discussion in the market about TISG’s particularly competitive prices, often considered too low. Was this perception shared by competitors?

DMD – I cannot present it as an established fact. It was a widely circulating market rumour, but I do not want to comment on matters of which I have no direct knowledge. I would reiterate that one of the riskiest steps may have been moving very rapidly into a segment that was not part of the company’s original DNA. Up to a certain size, there is one industrial structure and supply chain; when you enter the large-yacht market, everything changes. A different mindset and a different industrial organisation are required. Even the transition from yachts below 500 GT to vessels above 500 GT involves major changes. You need well-structured, financially sound companies, and they must be provided with the resources necessary to operate properly.

Baglietto Project53

PM – Are incidents in recent years, particularly the Bayesian sinking, leading the industry towards stricter safety requirements?

DMD – Such experiences can certainly provide valuable lessons, but the issue is not limited to ship construction. I see an important question of management, training and professionalism. There is always room for improvement in construction standards, but in some cases the main factors are training, preparation and sometimes overconfidence.

PM – How important is it, particularly when moving into larger yacht categories, to have the backing of a solid industrial group and an entrepreneur such as Beniamino Gavio?

DMD – It is certainly an important factor and has proved advantageous on several occasions. The group’s size and reputation have allowed us to successfully pass various due diligence processes carried out by yacht owners. Recently, for example, we signed contracts with South American and Brazilian clients. Owners normally request bank guarantees and conduct very thorough financial and administrative checks on the shipyard, and being part of the group makes this process easier.

There is also a second aspect: we are not owned by an investment fund, but by an entrepreneur with a genuine passion for yachting. Beniamino Gavio is personally involved in the boating world. Although he maintains a low public profile and communicates relatively little, he is deeply passionate about yachts, and owners recognise this. They know they are buying from a group that operates professionally and industrially in the sector, but where there is also a personal passion for the product. That can influence the final decision.

PM – Baglietto also has a long history of building military vessels. How is this business developing today?

DMD – We are currently working mainly on two projects related to the Italian Navy, alongside some activities involving Oman. The first concerns the Combat Evo vessels, an evolution of the combat boats we have already built. We have delivered the first two units to the San Marco Marine Brigade, and there are also prospects linked to new naval vessels that will need to be equipped with these craft.

The other project is a landing craft: a trimaran hull built entirely from light alloy, developed by Baglietto together with the British company BMT. It is a vessel approximately 24 metres long, capable of exceeding 22–23 knots with a payload of around 40 tonnes and reaching approximately 27 knots without cargo. New operational requirements mean that mother ships must remain increasingly far from the coast, making faster craft necessary to reach shore.

My intention is to gradually separate this business unit from our yacht operations. They are two activities that do not always coexist easily, including from an image and positioning perspective. The objective is to establish a structure independent of Baglietto. After a period of relative stagnation, we are seeing renewed activity in this area and are accelerating our efforts.

PM – Turning to the market, which geographical regions currently account for the largest share of Baglietto’s orders?

DMD – North America continues to account for almost 40%, perhaps slightly more, and the United States remains a very important market. South America represents approximately 15–20%, particularly Brazil and Mexico. We are also seeing signs of recovery in markets that are relatively new to us, such as Asia, where we have had a partnership with Asiamarine since last year, and Africa.

Global wealth continues to grow, as does the number of ultra-high-net-worth individuals. We therefore believe this business still has considerable growth potential. The risk, however, is that strong demand could push the industry to produce more than it can manage while maintaining the required quality standards. My philosophy is simple: keep our feet on the ground, do what we know how to do, do it well and, whenever possible, keep improving, without being carried away by increasing production volumes.

PM – Does Made in Italy therefore retain its competitive advantage? And how rapidly is competition from Turkey growing?

DMD – Turkey deserves very close attention. I have visited Turkish shipyards and seen products that impressed me. Today, they are building well-made yachts, with details that were absent until recently and clear progress in design and styling. They also benefit from lower labour costs, which account for a very significant proportion of expenses in our industry.

We Italians must therefore be extremely careful not to lower our quality standards. If Turkish shipyards continue to close the gap and Italian products become equivalent to theirs, it will become difficult to justify the price difference. We can maintain higher prices, but we must deliver a correspondingly higher level of quality.

Baglietto DOM133 “Andala”

PM – And how does Italian shipbuilding compare with Northern European shipyards?

DMD – There, mindset and established perceptions also come into play. Some yacht owners have always favoured Northern European shipyards, and convincing them to change is not easy. I believe Italian shipbuilding is now very close to those standards, but we still need to eliminate certain minor shortcomings in quality. We get very close, but then perhaps make a mistake on a detail that they would get right. That is where we must continue to improve.

PM – Could refitting become a more significant activity for Baglietto?

DMD – At present, we carry out refitting on a limited scale, essentially for clients who own Baglietto yachts. It is an interesting business, with consistent demand and often good profitability, but given our current workload and available space, we have to decide where to concentrate our resources.

Building yachts and carrying out refits are also two different businesses, requiring different mindsets, skills, workforces and subcontractors. In my view, they should remain clearly separate. We do not have specific partnerships in the refit sector. However, if a yacht owner asked me today whom I would recommend for a major refit, I know Amico well and have great respect for the work of engineer Amico.