Ridoli's Genesis Concept Sells a 70-80m Hull, Not Yet an Engine

What is M.Y. Genesis, exactly?

M.Y. Genesis is a fully developed 70 to 80 metre motor yacht concept from Milan-based designer Edoardo Ridoli, built around a fast-displacement hull with its core design language, spatial hierarchy and naval architecture framework already established.

Ridoli built Genesis around a fast-displacement hull platform, which he describes as a contemporary interpretation of proportion and presence rather than a conventional planing or full-displacement form. Above the waterline, four decks are arranged across the superstructure and topped by a dedicated sundeck, with overhangs, terraces and glazing creating depth between each level while also providing shade and a gradual transition between enclosed and open-air spaces. The exterior is defined by strong horizontal proportions and a layered architectural arrangement, with solid white surfaces set against dark glazed bands that run continuously through the hull and superstructure. Ridoli calls the yacht a fully developed project rather than a sketch, meaning the naval architecture and general arrangement are settled enough, in his account, to enter technical development immediately.

Indoor-outdoor living sits at the centre of the concept, with broad, seamless glazing intended to bathe the interior with natural light and blur the line between onboard living and the open sea, rather than framing the water as a view through a window. Exterior areas are conceived as genuine living spaces rather than transitional ones: the layout incorporates sheltered lounges, open sunbathing zones and elevated outdoor decks, each pitched at a different use, from private relaxation to daytime socialising. Accommodation runs to 12 guests with a crew of up to 14, figures that place Genesis in the same broad guest-count band as recent 70-90 metre launches this desk has covered, including Feadship's Project 832 and Nobiskrug's rebuilt Lady Vera.

What can a future owner actually change?

Genesis's design language, spatial hierarchy and naval architecture are fixed, but propulsion, materials, interior finishes, amenities and the eventual shipyard remain entirely open, to be settled later between the future owner and the yard that builds her.

Ridoli's brief inverts the sequence of a typical full-custom order. A buyer normally starts with a blank sheet and a shipyard, then spends a year or more with a design studio arriving at a general arrangement before construction can be priced. Genesis instead offers a general arrangement, naval architecture and exterior identity that already exist, leaving the buyer to edit rather than originate: propulsion is explicitly left open and will be selected according to the future owner's preference, whether that means a conventional diesel plant, a hybrid arrangement or something more ambitious. Interior materials, amenities and the finer points of the technical specification are described in the same terms, as areas the future owner and shipyard tailor together while preserving the yacht's fundamental identity.

The name itself is doing some of that work. Ridoli says Genesis reflects "origin, renewal, and the point at which an ambition begins to take material form," and positions the concept as "a proposal for an owner ready to embark on a meaningful design journey" rather than a finished commercial product. That framing matches how it is being shown: not at a public stand for passing visitors, but privately, by appointment, during the Cannes Yachting Festival, where Ridoli will discuss the concept's path to realisation directly with prospective buyers. It is a sales pitch aimed at a single signature, not a crowd.

Who is Edoardo Ridoli, and has he built anything this size before?

Ridoli runs a Milan-based yacht design studio, and before Genesis his largest credited work was one of four signature exterior and interior designs for Hargrave Custom Yachts' 30 to 38 metre Anemos Signature E-Series raised-pilothouse platform, a considerable jump in scale to a 70-80 metre concept.

Earlier in 2026, Ridoli was one of four design studios, alongside Satura Studio, Tony Castro Yacht Design and Facheris Yacht Design Studio, commissioned by the American builder Hargrave Custom Yachts to each style a variant of its new Anemos Signature E-Series, a raised-pilothouse platform running 30 to 38 metres. Ridoli's contribution to that series was defined by extensive glazing and taut exterior lines, with a cream-toned interior palette aimed at a calm, relaxed onboard atmosphere. That project gave Ridoli a production credit with an established American yard, but at roughly half the length of Genesis and inside an existing hull platform rather than a new one designed from scratch.

Genesis carries no shipyard commitment at all. That sets it apart from the run of design-led concepts this desk has covered through August, most of which are already anchored to a builder: AB Yacht Design's 92-metre split-suite project, DYDXL's Wanderlust95 and RMK's three-way Livia split were all shown as yard-affiliated proposals. Genesis is an independent design exercise that still needs to find both a construction partner and a buyer before it becomes an assigned hull number, which is a materially different, and riskier, starting point than a concept already backed by a yard's engineering department and build slots.

How does Genesis fit the wider design-concept trend this month?

Genesis is the fourth open, buyer-editable design concept in the 30 to 90 metre range that this desk has tracked in August alone, evidence that design houses are increasingly pitching finished concepts straight at buyers ahead of, rather than after, a shipyard commitment.

AB Yacht Design's 92-metre project, DYDXL's Wanderlust95 and RMK's three-way Livia split all appeared within the same month, each offering a buyer a largely settled design to adapt rather than a commissioning process to start from zero. The timing is not a coincidence: the run-up to Cannes and Monaco concentrates the calendar's private buyer meetings into a few weeks, and a finished concept gives a design studio a low-risk way to pitch directly to a prospective owner without first securing a shipyard's engineering time. For a studio the size of Ridoli's, unproven at 70-plus metres, a fully worked concept is also a credibility exercise: it demonstrates naval-architecture and general-arrangement competence at a scale his built record does not yet cover.

For a buyer, the appeal is a faster route from decision to keel-laying, since much of the design risk and time that normally precedes a contract has already been absorbed. The trade is that Genesis remains, for now, a paper proposal: there is no named shipyard, no published gross tonnage, speed or range figure, and no price. Ridoli's claim that the design framework is settled enough for immediate development is untested outside his own presentation until a yard actually signs on to build her, and until that happens Genesis is a pitch for an owner's signature rather than a yacht under construction.