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Tattoo Yachts Sailboat 26 boats for sale

2013 Tattoo Yachts Sailboat 26'

Miami, Florida

Make Tattoo Yachts

Model Sailboat 26'

Category Sailboats

Posted Over 1 Month

2013 Tattoo Yachts Sailboat 26' TATTOO YACHTS SAILBOAT 26 2013 Tattoo Yachts 26 (Same as Macgregor 26M) Marin Air 6K BTU ducted Marine AC with digital thermostat In Excellent condition and well equipped Very low hours on Evinrude 50hp Etec Lazy Jack with Main Sail Cover Jib w/sun cover Swim Ladder Pressurized Water with transom Shower and Sink Faucet Anchor and all safety equipment Kept on trailer at Blackpoint Sleeps Six GPS/Chartplotter Bimini Top Curve Porta Potty with electric flush Rail Mounted Propane BBQ VHF with mast top antenna with wind indicator (to be installed) Solar Panel with Regulator (to be intalled) FINANCING AVAILABLE

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2015 MacGregor 26 Tattoo

• Description

Seller's Description

MacGregor 26 Tattoo, 2015 Grapevine, Texas

The Price is Negotiable!

Price includes:

Sailboat Trailer 60HP outboard motor Freshwater only Wheel Steering

Tattoo 26 was only built during 2013 to 2014 and is an improved version of the MacGregor 26M with:

Upgraded Interior Cushions New Table version with storage Pressure water system with Rigid Tank Flexible Head Door LED Lighting New version Gas Locker Hatches Upgraded Sails and Hardware and Sheet Winches

Trailer Jib Sail, Sheets and blocks for CDI furler with white UV CDI Roller Furling System Mast Raising System Outboard bar and connector to link engine to rudder Head‐ 5 Gallon( 18.9L) integral tank, valve for overboard and deck pump out Sunshade‐ Navy Blue Sunbrella with zippered cover Main System‐ Navy Blue Sunbrella cover with integral lazy jack and Topping lift Fuel Tank 12 US Gallon and Extra fuel tank (large) Cover ‐Navy Blue Sunbrella Dual Battery System with Battery switch Board and Swim Ladder Battery Charger with shore power inlet fitting GPS chart plotter Raymarine Dragonfly Sonar GPS with Down Vision‐‐‐installed All Safety equipment

EVINRUDE, EV60HP 20” ETEC/RM/EL/PT Engine EVINRUDE VARTA BATTERY 100 AH or phone 214-673-7245

Rig and Sails

Auxilary power, accomodations, calculations.

The theoretical maximum speed that a displacement hull can move efficiently through the water is determined by it's waterline length and displacement. It may be unable to reach this speed if the boat is underpowered or heavily loaded, though it may exceed this speed given enough power. Read more.

Classic hull speed formula:

Hull Speed = 1.34 x √LWL

Max Speed/Length ratio = 8.26 ÷ Displacement/Length ratio .311 Hull Speed = Max Speed/Length ratio x √LWL

Sail Area / Displacement Ratio

A measure of the power of the sails relative to the weight of the boat. The higher the number, the higher the performance, but the harder the boat will be to handle. This ratio is a "non-dimensional" value that facilitates comparisons between boats of different types and sizes. Read more.

SA/D = SA ÷ (D ÷ 64) 2/3

• SA : Sail area in square feet, derived by adding the mainsail area to 100% of the foretriangle area (the lateral area above the deck between the mast and the forestay).
• D : Displacement in pounds.

Ballast / Displacement Ratio

A measure of the stability of a boat's hull that suggests how well a monohull will stand up to its sails. The ballast displacement ratio indicates how much of the weight of a boat is placed for maximum stability against capsizing and is an indicator of stiffness and resistance to capsize.

Ballast / Displacement * 100

Displacement / Length Ratio

A measure of the weight of the boat relative to it's length at the waterline. The higher a boat’s D/L ratio, the more easily it will carry a load and the more comfortable its motion will be. The lower a boat's ratio is, the less power it takes to drive the boat to its nominal hull speed or beyond. Read more.

D/L = (D ÷ 2240) ÷ (0.01 x LWL)³

• D: Displacement of the boat in pounds.
• LWL: Waterline length in feet

Comfort Ratio

This ratio assess how quickly and abruptly a boat’s hull reacts to waves in a significant seaway, these being the elements of a boat’s motion most likely to cause seasickness. Read more.

Comfort ratio = D ÷ (.65 x (.7 LWL + .3 LOA) x Beam 1.33 )

• D: Displacement of the boat in pounds
• LOA: Length overall in feet
• Beam: Width of boat at the widest point in feet

Capsize Screening Formula

This formula attempts to indicate whether a given boat might be too wide and light to readily right itself after being overturned in extreme conditions. Read more.

CSV = Beam ÷ ³√(D / 64)

As sail/power ‘hybrids’, both the M and X models are designed for use with a more than ‘auxilary’ sized outboard and water ballast. The MACGREGOR 26M replaced the MACGREGOR 26X in 2003. A similar version later reintroduced from another builder as the TATTOO 26 (2013).

This listing is presented by SailingTexas.com . Visit their website for more information or to contact the seller.

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Factory standard boat includes Trailer, Mainsail and the following equipment:

Trailering:

• Aluminum trailer with winch
• Galvanized rims and tongue assembly
• Nose wheel jack
• Centering rails
• Forward mounted boarding ladder
• Mainsail with battens

Deck Hardware and Features:

• Steering wheel and pedestal
• Anchor roller at bow
• Hinged steering seat for transom access
• Foredeck hatch
• Anchor locker
• Colour coded lines
• Outboard well for 5 to 60 hp outboard motors
• Cockpit storage lockers for 2 fuel tanks
• Mooring cleats
• 2 Anodized aluminum jib winches, 1 handle
• Anodized mast and boom
• Deck tracks for the jib and genoa sails
• All required standing and running rigging
• Halyards led aft to hoist sails from the cockpit
• Hinged mast step and rotating mast
• Messenger line to mast head
• Water ballast system for increased stability
• Positive solid foam flotation
• Self-bailing cockpit
• Non-skid deck surfaces
• Forward and rear safety rails (with bow and stern pulpit) and lifelines
• Kick-up twin rudders and dagger-board
• Mainsail reefing system

Cabin and Accommodations:

• Cabin headroom – 6’0″
• Upholstered hull sides
• Galley, with sink, pressurized water system, convenient storage lockers and space for a built-in marine stove
• Dinette table
• Enclosed head compartment
• Berths – 2 double, 2 single
• Double forward V-berth
• Double rear berth
• Sofa Seat and Berth, 6′ long, starboard side
• Sofa Seat and Berth, 10′ long, port side
• Cushions for berths and inside seating
• Seat back cushions
• Hull and deck liners
• Large side and forward windows

Electrical:

• Running lights and mast light
• Four LED interior lights
• Electrical panel
• 12-volt battery
• White hull and deck
• Navy Blue accent stripes, hull and deck
• Cream interior liners

Dimensions:

• LOA – 25′ 10″
• LWL – 23′ 2″
• Beam – 7′ 9″
• Draft, board up – 12″
• Draft, board down – 5′ 9″
• Full standing headroom
• Engine capacity – 5 to 60 hp
• Speed with a 60 hp outboard – up to 20 mph
• Fuel capacity – 24 gallons
• Water capacity – 9 gallons
• Water ballast – 1,172 lbs.
• Permanent ballast – 300 lbs.
• Total ballast – 1, 472 lbs.
• Boat weight, less ballast – 2,500 lbs.
• Trailer weight (standard trailer) – 710 lbs.

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Tattoo 26 Trailerable Sailboat review

The world’s best-selling crossover sail/power boat just got better: the MacGregor 26 is now the Tattoo 26, with a headturning design refresh.

More than 8000 MacGregor 26s have been sold worldwide since the model went into production in the 1990s. Why would you end such a successful run? When the founders decided it was time for a well-earned retirement, they sold the business to their daughter and son-in-law.

After refreshing the boat’s design, the new owners rebranded the company as Tattoo and moved to a brand-new construction facility in Florida. Then they set about expanding their dealer network worldwide and commissioned a new model, the 22, to complement its bigger sibling.

We reviewed the MacGregor 26 nearly 10 years ago, so we’re keen to see how it’s changed under a new generation of boat-builders.

Although custom-built and short-run boats offer a high degree of flexibility, there’s nothing quite like the build quality of an American production boat. With the sheer number of boats built they have a chance to polish every detail to perfection, and this shines through in the finished product. Surfaces gleam, joints are perfect and everything fits precisely. Window surrounds are part of the design, not an afterthought, and each little detail is properly finished.

THE INTERIOR

Inside the Tattoo there’s an astonishing amount of space, with six full-length berths and standing headroom in the lounge area. This is complemented by a toilet compartment, dining table and a small galley unit. The interior surfaces are a mixture of gelcoat, carpeted walls, vinyl-covered squabs and wood panels. The whole interior has a bright airy feel and it’s easy to keep clean too.

The galley unit slides fore and aft, providing access for meal preparation. A sink and gas stove are set into the galley counter, with a pressure freshwater system.

On the review boat the toilet was a chemical cassette but a fully plumbed option is available. There’s no shower inside but a transom-mounted unit provides a wash facility without the hassle of pumping waste water out of the boat. LED lighting is new on this model, providing brilliant light but with modest battery requirements.

This is an ideal boat for an entire family to get away for a weekend, you can imagine lazy summer holidays idly moving from bay to bay or among the islands off New Zealand’s coast.

There are numerous storage spaces and it would be easy to stash a week’s worth of gear in the cabin.

A newly designed central steering pedestal and raised helm seat in the middle of the cockpit enables the skipper to see over the cabin roof. A stainless wheel controls both the twin rudders and the outboard motor. Set into the pedestal are Yamaha digital gauges, although there is just space to install a set of sailing gauges. The throttle control for the outboard is on the right side of the pedestal and while no VHF was fitted to this boat, there’s provision for it.

To keep the Yamaha four-stroke outboard running for around six hours at top speed there’s space for two of the new 45-litre tote fuel tanks. That’s an effective range under power of about 100 nautical miles but unlike a pure powerboat the actual range is almost limitless under sail. The tanks are secured by straps under the side benches. The helm seat hinges up to allow swimmers to board the vessel via a small boarding ladder that swings down on the starboard side of the outboard. The gate valve controlling the 500-litre water ballast system is just behind the helm seat on the port side.

The Tattoo is well set up for short-handed sailing, with a self-furling foresail and winches in the cockpit within the skipper’s reach. A deep daggerboard controlled by a line in the cockpit keeps her tracking straight, while the rudders use a kick-up design to avoid damage.

There’s no traveller to control the boom; instead a pad eye is located in the middle of the cockpit to take the strain. The mast sits in a tabernacle and can be raised or lowered single-handedly using a short winch pole. When lowered the mast rests in a stainless steel carrier fitted to the transom but this can be removed if you prefer a clear cockpit and the mast is easy to lower to negotiate obstacles.

There were only light winds so I can’t comment on the boat’s rough-water capability. However, she heeled over comfortably, with the water ballast system providing plenty of self-righting capability. Our previous review found the hull was an adequate cruising sailboat with few vices, even if not particularly suited to racing. The hull has several foam-filled compartments and is claimed to be positively buoyant.

THE RIDE UNDER POWER

The hull is primarily a sailboat and the ride reflects this. With rounded chines and a long narrow profile, the boat is designed to heel rather than plane. This makes it slightly disconcerting for anyone accustomed to runabouts as the boat rolls on turns or in a side swell.

The Tattoo 26 handles remarkably well. The 60hp Yamaha four-stroke is capable of getting the boat to nearly 20 knots once the ballast tank has emptied out and the hull is planing. The daggerboard lifts completely flush with the hull, leaving no appendage to cause unnecessary drag. It has a larger turning circle than most runabouts but dropping the daggerboard at low speed helps the boat pivot around the centre point and make very sharp turns.

The rounded chines deliver a fairly soft ride through chop, although a bit of a wallow is evident. We didn’t bother to drop the mast but it would make sense to drop it for extended motoring.

The high freeboard means no issues with water coming in from the bows and we were able to push her hard into turns without a problem. Acceleration is less than you’d get from a dedicated runabout but we reached top speed easily enough.

At rest, the boat has a slight rolling motion – allowing the ballast tank to fill helps damp this. Power boaties may find the sensation unusual but sailors will be right at home. The steering position requires a slight change of mindset for close manoeuvring but works well and offers plenty of visibility.

ON THE TRAILER

The Tattoo 26 sits on rails on its aluminium-beamed braked trailer, requiring a decent ramp for launching. A ladder attached to the winch post at the front of the trailer allows you to clamber on board while keeping your feet dry – a nice touch.

New boat: Tattoo 26

T he Tattoo 26, is a trailerable, 26-foot motorsailer built by Paul Sharp and Laura MacGregor Sharp. Laura is the daughter of Roger MacGregor, designer and builder of the MacGregor 26.

There are, however, important differences between the Tattoo 26 and the MacGregor. The Sharps remodeled the boat for the next generation of sailors, who will like the square-topped main, the halyards running aft to the cockpit and other changes, including cosmetic ones. The 6-foot headroom interior is warmer with bamboo trim and a multi-purpose table with built-in storage that also converts into a berth. Topsides, the mast rotates on a hinged step. A roller furler, genoa and an asymmetrical spinnaker are options.

Optimizing space with the table and the slide-away galley makes room for an enclosed head, a comfort not always seen on boats this size. The 26 sleeps six in two settee berths, a forward double and a queen-sized aft berth.

Some of the extra space comes from the fact that the engine is mounted outboard, and it's an engine that could power a boat three times the displacement of the 26. Ranging from 5 to 60 horsepower, the larger engines push the boat into powerboat performance, in the 20-knot range. Slow down to 6 knots and you can motor for 200 miles without refueling.

The 6-foot-long cockpit has winches mounted forward on either side of the companionway. The centerboard control line is lead to the cockpit, and the centerboard itself folds entirely into the hull. That's a protective feature: once the board is up, it's safe from hard landings on sand or the trailer.

As a centerboarder, the 26 needs ballast, and instead of lead in the bilge, which would affect trailering performance, the boat uses about 1,700 pounds of water ballast for stability. That's enough ballast to make it self righting. According to the Sharps, it takes about 5 minutes to fill or drain the tanks, and they can be drained while the boat is rolling down the road. As well as the solid stability, an additional safety feature is the hull's foam core, providing enough flotation to keep the boat and crew awash until help arrives.

It's more likely the crew will be awash in fun rather than water. The boat's less than 8-foot beam and 2,500-pound dry weight makes it narrow and light enough to trailer to nearly any lake with paved road access, and the 12-inch draft means that it launches off most boat ramps-and then anchors nearly on the beach.

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Port of Baltimore suspends ship traffic after bridge collapse: What it means for travel

Travel is being impacted by Tuesday’s Francis Scott Key Bridge collapse along Interstate 695 in Baltimore, Maryland. 

Drivers were immediately directed to take alternate routes through the city, following the early morning incident. What’s less clear is what the bridge collapse may mean for upcoming cruises in and out of Baltimore.

“Vessel traffic into and out of the Port of Baltimore is suspended until further notice,” the Port of Baltimore posted on X, formerly Twitter.

Live Updates: Baltimore's Key Bridge collapses after ship hits it; construction crew missing

Rep. Kweisi Mfume, D-Md., whose district includes the bridge and the port, called the collapse an “unthinkable horror” and said he had spoken with Transportation Secretary Pete Buttigieg and the White House. 

Learn more: Best travel insurance

“They are responding with all of the assets at their disposal,” he said in a statement. “Our prayers right now are for the missing individuals and victims of this tragedy. We thank God for the effective service of our first responders.”

Here’s what we know.

Which cruises go to Baltimore?

Several major cruise lines serve Baltimore. According to the Cruise Lines International Association, the industry’s leading trade group, published itineraries in the 2024 calendar year include a dozen ships making 115 stops in Baltimore.

“We are deeply saddened by the tragedy and collapse of the Key Bridge that occurred last night and extend our support and heartfelt prayers to all those impacted,” CLIA spokesperson Anne Madison said in an emailed statement. “We join everyone in extending our thanks and appreciation to the first responders and emergency workers in Baltimore, the U.S. Coast Guard, and other professionals who are working with one goal in mind—to save lives. We are closely following this situation.”

Royal Caribbean’s Vision of the Seas has a roundtrip itinerary scheduled to depart Baltimore on April 12, according to the cruise line’s website. “We are deeply saddened by the tragedy and collapse of the Francis Scott Key Bridge and extend our heartfelt prayers to all those impacted,” a spokesperson for the line said in an email. “We are closely monitoring the situation, and our port logistics team is currently working on alternatives for Vision of the Seas’ ongoing and upcoming sailings.”

Carnival’s website shows Carnival Pride and Carnival Legend also have sailings into or out of Baltimore set for April. 

Carnival Legend will temporarily move operations to Norfolk, Virginia.

The ship's current cruise, which left for a planned round-trip sailing from Baltimore on March 24, will end in Norfolk on Sunday. Passengers will then receive free bus rides to Baltimore. The vessel's next cruise will sail round-trip from Norfolk later that day.

“Our thoughts remain with the impacted families and first responders in Baltimore,” Carnival president Christine Duffy said in a statement. “We appreciate the pledge made by President Biden today to dedicate all available resources to reopen Baltimore Harbor to marine traffic as soon as possible. As those plans are finalized, we will update our future cruise guests on when we will return home to Baltimore, but in the meantime, we appreciate the quick response and support from officials in Norfolk.”

The cruise line has not yet shared plans for Carnival Pride. Carnival's parent company, Carnival Corp., said the temporary change in homeport is estimated to have an impact of up to $10 million on adjusted EBITDA and adjusted net income this year, according to a news release .

Was your cruise itinerary changed?: What to do next

American Cruise Lines has roundtrip sailings from Baltimore scheduled in May, according to its website.

“We will monitor the situation and make adjustments to future cruises if needed, but at the present time our schedules remain unaffected, and our thoughts remain with those affected by the immediate situation and rescue efforts underway,” an American Cruise Lines spokesperson told USA TODAY.

Norwegian Cruise Line doesn’t appear to have any Baltimore sailings until September on Norwegian Sky . The line will stay in contact with the port and share any changes with passengers and travel partners, according to a spokesperson.

"In the meantime, we wish the city of Baltimore strength during this very unfortunate event," they said in an email.

Alternate routes for the Baltimore bridge

Most drivers can take Interstate 95 (Fort McHenry Tunnel) or Interstate 895 (Baltimore Harbor Tunnel) to avoid the collapsed bridge. However Maryland Transportation Authority notes there are some exceptions .

Vehicles carrying hazardous materials, including more than 10 pounds of propane, are not allowed in the tunnels. Additionally, vehicles more than 13-feet and 6-inches high or 8-feet wide may not use the 1-895 Baltimore Harbor Tunnel. Vehicles more than 14-feet and 6-inches high or 11-feet wide may not use the I-95 Fort McHenry Tunnel. 

Those vehicles should use the western portion of I-695 instead.

  Why buy from a dealer?

Buying from your local dealer assures good service. They can advise you on local requirements, and ensure that your boat and trailer comply. They have experience in shipping or importing the boat, which involves documentation and adherence to regulations that can be quite complex if one is not familiar with the procedures. They are also available for advice before and after the purchase, and for warranty assistance if necessary. Dealers often have a boat available for demonstration, or may be able to put you in touch with a current owner in your area.

How do I find a dealer in my area who has boats in stock?

That’s easy-we’ll locate one near you:

What are the differences between the Tattoo 26 and the MacGregor 26?

The Tattoo 26 differs from the MacGregor 26 as follows:

• The standard boat is white with blue stripes on both the hull and deck.  The blue is a dark navy and the white is warmer than MacGregor white.  We also offer a navy blue hull with white stripes.
• We have reduced the size of the stripes on the deck. We also break the upper stripe between the side and front windows.
• Stern rails are now standard equipment.
• The steering pedestal has been redesigned.  We have modified the helmsman’s seat both to strengthen it and make access easier.
• The interior liner is cream and the cushions are a lighter color with a higher-grade cushion foam.  This is neutral enough that the entire look of the interior can be changed with a few accent colors.  The bulkheads are now bamboo rather than mahogany finish.
• The table is molded fiberglass that incorporates storage.
• The standard trailer has a galvanized tongue and wheels.  The jack and hitch are bolted on rather than welded so they are easier to repair or replace.
• We install a ballast plug with a molded female receiver instead of trying to adjust the plug to the hole in the fiberglass tank.
• A 6-switch 12-volt panel and LED lights are now standard.
• The seat hatches in the cockpit are supplied with straps to keep fuel tanks from sliding out.
• Lines are coded with color tracers, and halyards are led aft to the cockpit.
• The mainsail has been redesigned with a larger head to increase sail area slightly and give a more modern look.
• A topping lift to hold the boom up is now standard.
• The traveller is replaced with a pad eye on centerline and offset positions to move the boom out of the cockpit at anchor.  A 4:1 vang is standard equipment.  We fit Lewmar aluminum sheet winches.
• We use high quality ISO-DCPD resin instead of Ortho-DCPD resin for improved osmosis resistance.

What if there is no dealer in my area?

We can ship you a boat directly from the factory in Florida. Simply fill in the ‘Find a Dealer” form and we will provide you with shipping information to your specified area. If you prefer to buy a boat from a nearby area please let us know in the ‘Comment’ field.

Can I import a boat from U.S. or Canadian dealers for export?

U.S. and Canadian dealers are not authorized to sell boats for overseas use. Whatever the overseas destination, the warranty is void if the boat is purchased through a U.S. or Canadian dealer, as they cannot provide the aftermarket service we feel the boat owner deserves. North America specification boats cannot be shipped into Europe. Boats built for use in the North America do not bear the CE mark, which requires modifications at the factory. The CE mark cannot be applied after the boat is delivered.

Can I buy a used boat in the U.S. for shipment to Europe?

No, because boats built for the North America market do not comply with CE requirements. All boats (new and used) imported into the European Community from June 1998 are required to comply with the Recreational Craft Directive and be marked accordingly. Used boats not originally built for the European market cannot be CE marked. Customs agents could impound a used boat imported from North America upon importation, as it would not be legal for use in the European Community.

What CE category is the Tattoo 26?

The Tattoo 26 Power Sailer can be CE marked for Category C.

Why is my dealer’s price different than the factory website?

The price on the Tattoo Factory website is the suggested list price for a basic boat and trailer FOB the Florida factory. We suggest that you ask your dealer the specific reasons for the price difference. Some or all of following items will increase the price of the boat:

OPTION PACKAGES – Many dealers offer a package that includes rigging and commissioning, and options that may also include the outboard, which in itself substantially increases the price of the boat. Knowing their customer base, Tattoo Dealers will frequently add the options they know are needed for the local conditions. The dealer package therefore, may include additional items which are not included on the manufacturer’s standard U.S. suggested pricing.

TRAILERS – In many countries, the U.S. trailer has to be modified or replaced by the dealer, in order to comply with local requirements.

MODIFICATIONS FOR EUROPE – The boats offered for sale in Europe have been significantly changed to comply with both local and CE standards. The dealer’s price reflects the cost of these changes.

SHIPPING, HANDLING, AND DUTY – The dealer price includes the cost of shipping. There are many hidden costs associated with shipping a boat such as drayage and container handling, documentation, insurance, export fees, charges for loading and unloading the boat, and delivery of the boat from the port to the dealer. As only one boat fits into a container this cost is considerable. In addition to these expenses, dealers pay duty and tax on the total invoiced amount of the boat, trailer, and freight.

TAXES – The factory price does not include any sales or value added tax. The dealer price frequently includes tax.

We suggest that you ask your dealer the specific reasons for the price difference.

In what areas do you have dealers?

British Columbia

International:

New Caledonia

New Zealand

South Korea

How do I become a dealer?

If you are interested in a dealership we would ask the following information from you in order to be considered:

Translation

Recent posts.

• First photos of the Tattoo 22
• Tattoo Yachts on the move
• Late Christmas Present
• Raising the Mast on the Tattoo 26
• Wedding in the Tattoo Yachts family
• February 2015
• January 2015
• December 2014
• November 2014
• October 2014
• February 2014
• December 2013
• October 2013
• September 2013

How a cargo ship took down Baltimore’s Key Bridge

To bridge experts, the collapse of Baltimore’s Francis Scott Key Bridge after being hit by a heavy cargo ship was as inevitable as it was devastating.

When a vessel as heavy as the Singapore-flagged Dali crashes with such force into one of the span’s supercolumns, or piers, the result is the type of catastrophic, and heartbreaking, chain reaction that took place early Tuesday.

“If the column is destroyed, basically the structure will fall down,” said Dan Frangopol, a bridge engineering and risk professor at Lehigh University in Pennsylvania who is president of the International Association for Bridge Maintenance and Safety. “It’s not possible to redistribute the loads. It was not designed for these things.”

No bridge pier could withstand being hit by a ship the size of the Dali, said Benjamin W. Schafer, a professor of civil and systems engineering at Johns Hopkins University.

“These container ships are so huge,” Schafer said. “That main span has two supports. You can’t take one away.” He called the accident “a huge infrastructure failure,” but not because of the bridge collapse; he said the shipping industry needs systems to keep a ship on track when it loses power, as the Dali did before the collision.

The bridge itself, which carried more than 30,000 vehicles daily, appeared to be structurally sound. Its condition was rated fair, according to data in the 2023 National Bridge Inventory maintained by the Federal Highway Administration. Maryland state officials said they were focused on search-and-rescue operations and did not provide later inspection data. National Transportation Safety Board Chair Jennifer Homendy said excavating detailed inspection history information — and what was done in response to any earlier findings — will be a cumbersome and protracted part of the agency’s investigation.

But bridge safety and engineering experts are emphasizing a separate issue: protective barriers.

When the span opened to traffic in 1977, many ships were smaller and the standards for protecting bridges against them were lower, they said.

A few years later, a Liberian cargo ship crashed into a bridge in Florida , sending a Greyhound bus, a pickup truck and six cars into the Tampa Bay and killing 35 people, according to the NTSB. That deadly 1980 collision helped lead to the adoption of stronger national standards for bridges, including protection from errant ships, in the years that followed, safety experts said.

Sherif El-Tawil, a professor of civil and environmental engineering at University of Michigan with expertise in bridges, said if the Key Bridge had been built after those updated standards from the American Association of State Highway and Transportation Officials were put in place, the span could still be standing.

“I believe it would have survived,” El-Tawil said.

Maryland officials did not answer questions Tuesday about what protective devices were in place near the bridge and whether they were sufficient to withstand this type of collision.

Two examples of protective measures that did not appear to have been in place, El-Tawil said, were large fenders designed to direct marine traffic away from the bridge supports and an island built around the pier.

Some states are building these kinds of protection systems around vital bridges. Last year, officials from a joint New Jersey and Delaware bridge authority announced work on eight 80-foot-wide, stone-filled cylinders designed to protect the Delaware Memorial Bridge. The existing protection for the bridge tower piers dates to 1951. “Today’s tankers and ships are bigger and faster than those of the 1950s and 1960s,” the officials said in announcing the nearly $93 million project.

State departments of transportation “are aware of the shortcomings of these bridges,” said Roberto T. Leon, a bridge and structural engineering professor at Virginia Tech. “It’s not that they don’t know. It’s a matter of prioritizing the repairs. It is a very expensive proposition to protect a bridge.”

Ian Firth, a British structural engineer and bridge designer, said he was “not surprised” at how quickly the bridge came down after it was hit. He noted that the support structure that was struck, which would have been made of reinforced concrete, was one of two main supports responsible for doing “all the work” to hold up the bridge.

He said the ship appeared to have strayed to one side before striking the bridge.

The bridge collapse, like other calamities, is probably the result of overlapping low-probability failures, said Edward Tenner, a historian and expert on disasters — akin to what happens when, by chance, the holes in a stack of Swiss cheese slices line up perfectly.

“This might have been a case where there were just an unlikely series of failures,” said Tenner, author of “Why Things Bite Back,” a book about technology and its unanticipated consequences. But he added, “I suspect there was something about the equipment of a huge ship like that, given the potential for damage like this, there should have been more redundancy. There shouldn’t have been one point of failure that could lead to a catastrophe.”

Speaking Tuesday afternoon in Baltimore, U.S. Transportation Secretary Pete Buttigieg called the accident “a unique circumstance,” adding, “I do not know of a bridge that has been constructed to withstand a direct impact from a vessel of this size.”

The ship was towed into the Patapsco River initially, but the tugboats did not accompany the ship all the way to the bridge, said John Konrad, a retired ship captain who runs the gCaptain maritime news website and co-authored a book on the Deepwater Horizon oil spill .

“The safe thing to do is keep the tugs,” Konrad said. “Moving forward, I think that’s going to happen. The Coast Guard is going to say you’ve got to keep the tugs tied up until you pass the bridge.”

In video imagery, the ship can be seen losing electrical power, then briefly regaining it before going completely dark. The ship then veers to the right, directly toward the bridge’s structural support.

The rudder may have gotten stuck in a position that caused the ship to turn, said a senior retired maritime official, who spoke on the condition of anonymity while waiting for more details on the incident. It’s also possible that an incoming tide could have been a factor, he said.

“Obviously, they could not control the ship. They could not stop the ship,” he said.

A deficiency in the Dali’s systems was discovered when the ship was inspected in June, records show. Inspectors at the port of San Antonio, Chile, discovered a problem categorized as relating to “propulsion and auxiliary machinery,” according to the Tokyo MOU, an intergovernmental shipping regulator in the Asia-Pacific region. The issue was classified in the subcategory of “Gauges, thermometers, etc,” but no additional details of the deficiency were provided. The problem was not serious enough to warrant detaining the ship, according to the records.

After a follow-up inspection later the same day, the Dali was found to have no outstanding deficiencies, the records show, indicating that the problem was addressed.

Maryland Gov. Wes Moore (D) said at a news conference Tuesday that the Dali lost power and issued an emergency call for help shortly before the freighter crashed into the bridge. The “mayday” distress call allowed officials to halt vehicle traffic headed over the bridge and saved lives, Moore said.

Erin Cox, Tom Jackman, Jon Swaine, Joyce Lee and Mark Johnson contributed to this report.

An earlier version of this article misstated the title of Edward Tenner's book. It is "Why Things Bite Back." This version has been corrected.

Baltimore bridge collapse

Baltimore’s Francis Scott Key Bridge collapsed after being hit by a cargo ship , sending at least eight people from a construction crew into the water. Follow live updates and see photos from the scene .

How it happened: The container ship lost power shortly before hitting the bridge, Maryland Gov. Wes Moore (D) said. Video shows the bridge collapse in under 40 seconds.

Victims: Divers recovered the bodies of two construction workers who died , while finding other vehicles trapped and probably containing the other victims, officials said. They were fathers, husbands and hard workers . The entire crew aboard the container ship Dali survived . First responders shut down most traffic on the four-lane bridge after the crew issued an urgent mayday call. It saved lives, Moore said.

Economic impact: The collapse of the bridge, which severed ocean links to the Port of Baltimore, adds a fresh headache to already struggling global supply chains . See how the collapse will disrupt the supply of cars, coal and other goods .

History: The Key Bridge was built in the 1970s and spanned the Patapsco River. Rebuilding the bridge will probably take years and cost hundreds of millions of dollars, experts said.