Sustainable Yacht: Sanlorenzo’s Almax

Building ecologically responsible yachts has become a necessity. Owners increasingly demand sustainable solutions. The International Maritime Organization is pushing for net-zero emissions by 2050 with progressively stringent regulations. A more sustainable future is starting now, and Sanlorenzo is helping to shape it with the groundbreaking 164-foot 50Steel Almax—the first superyacht with a methanol fuel cell.

“I consider sustainability not as an alternative for the future, but as a priority for the present,” says Massimo Perotti, Sanlorenzo’s executive chairman and owner of Almax. “In the last few years, climate change has been such that everybody’s talking about it, so we’re really happy to have started in advance, and we’re confident the rest of the yachting industry will follow suit.”

Using fuel cells to convert hydrogen presents an array of challenges in a yachting context. Reforming hydrogen from methanol avoids the problems associated with storing highly flammable hydrogen on board, but twice as much methanol by weight is needed to deliver the same energy as diesel, necessitating larger tanks or reduced range—the main reason why fuel-cell technology for propulsion on all but the largest yachts is still impractical. 

Overcoming these obstacles requires advanced engineering and a new approach to space utilization. Sanlorenzo’s R&D team partnered with Siemens Energy for the fuel-cell integration, and with the classification society Lloyd’s Register to guarantee compliance with evolving regulations. 

Aboard Almax, the methanol storage tank and fuel-cell system are in the forward tender garage. A methanol reformer produces pure hydrogen gas (and a small amount of carbon dioxide) by reacting the methanol with water in a steam mixture. The hydrogen then passes through the fuel-cell modules that produce electrical energy in a catalytic reaction, with water vapor as the only byproduct (this byproduct is condensed, reconverted into water, and reused in the fuel-cell mixture). 

The electricity generated directly powers the yacht’s hotel loads, while the lithium battery banks are used for peak shaving at times of high demand. The technology enables silent, carbon-neutral operation at anchor with the generators turned off.

This fuel-cell system is one among numerous innovations aboard Almax. Her clean, modern lines by Zuccon International Project merge five decks in a tiered layout that includes Sanlorenzo’s Hidden Engine Room, which houses the main machinery on a single level on the under-lower deck. The smaller footprint of the engine room means the main engines and generators are slightly less powerful than usual, which is part and parcel of Sanlorenzo’s sustainability drive.

The unusual layout creates additional guest areas on the lower deck, enhancing comfort without compromising functionality. Sanlorenzo and Bernardo Zuccon introduced split levels on the SP110 and 44Alloy, but the 50Steel provided a bigger canvas to work with. The result is five decks arranged on nine levels, beginning with the aft terrace that has foldout bulwarks on three sides, a pool and lounging areas that flow into the “ocean lounge”—a space usually occupied by the engine room in more conventional layouts. 

From the ocean lounge, a central corridor leads to a spa with a hammam and massage room, and beyond to the four ensuite guest staterooms. Forward on the same level are the galley, crew mess, walk-in refrigeration and crew accommodations. A laundry room and additional cold storage are on the under-lower deck.

The split-level design becomes even more striking on the main deck. A raised salon aft provides panoramic views and connects via a staircase to the formal dining room with a ceiling that towers 12 feet above the table. Anchoring the design is a sculptural glass-sided staircase that allows natural light to filter through the interior. 

Forward on the main deck is the full-beam master stateroom with a private office and his-and-hers walk-in wardrobes. Italian architect Piero Lissoni’s interior design is based on contrasting light and dark veneers with
Japanese-inspired screens, textured wallpapers, fluted glass and embossed finishes. Vintage-style sheepskin
chairs and tiled bathrooms in muted shades add a retro touch to the contemporary aesthetic. 

The split-level layout continues onto the bridge deck with an alfresco dining area and additional lounging space on the foredeck. On the sundeck, the tiered approach comes into full play with a central pool and wet bar beneath the hardtop, flanked by elevated sunbathing areas and forward-facing sunpads protected by glass bulwarks.

Perotti has made carbon neutrality his ultimate goal. He took ownership of the first Sanlorenzo yacht with a methanol fuel cell because he wanted to test the technology thoroughly before offering it to customers. Last summer, he spent a month on board Almax with his family cruising the Mediterranean between La Spezia in Italy and Corfu in Greece, a distance of 4,500 nautical miles. 

“Departing with a full 2,000 gallons of methanol, we refueled the tank just once during the voyage, so it’s pretty efficient,” he says. “We started out with an idea that anticipated the future, and we made it happen. Beyond the sustainability perspective, that makes me feel pretty good inside.”

Fuels of the Future

Sanlorenzo is not the only yacht builder moving ahead with fuel-cell ideas. Last year, Feadship delivered the 390-foot (118.8-meter) Project 821, its largest yacht to date and the first with a cryogenic hydrogen fuel-cell system. Lürssen is building the 375-foot (114.2-meter) Cosmos, a methanol-hydrogen fuel-cell superyacht designed by Apple watch developer Marc Newson. Baglietto is testing its prototype BZero project that uses a solar-powered electrolizer to generate hydrogen for fuel cells.

Sanlorenzo’s research began by studying the operational profiles of 25 of its yachts above 164 feet (50 meters) in length. On average, the yachts were motoring only 10 percent to 15 percent of the time. Most of the time, they were at anchor or in a marina using diesel generators or shore power for HVAC and other hotel services. 

“We already understood that given the current state of fuel-cell technology, we couldn’t produce the power for the propulsion needs of a 50-meter yacht,” says Sanlorenzo’s Massimo Perotti. “But that study showed that by servicing the hotel loads, we were already solving a big part of the problem.” 

For Sanlorenzo, Almax is only the beginning. The group is targeting carbon-neutral propulsion by 2030. Its zero-emission, hydrogen-powered Bluegame chase boats made their debut at the 37th America’s Cup in Barcelona. The yard is also collaborating with Volvo Penta on the BGM65, a Bluegame hydrogen-hybrid multihull scheduled for launch in 2026. Working in tandem with a fuel cell, the propulsion system will further demonstrate how alternative technologies can shape the future of sustainable yachting.

SANLORENZO ALMAX

LOA
164ft. (50m)
Beam
30ft. 10in. (9.4m)
Draft
9ft. 9in. (2.96m)
Construction
steel/aluminum
Speed (max./cruise)
16/12 knots
Fuel type
diesel/methanol/hydrogen
Interior design
Piero Lissoni
Exterior design
Zuccon International Project
Builder
Sanlorenzo Yachts
Year
2024

For more information: sanlorenzoyacht.com