allied 33 sailboat

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Though a dated design with short waterline and full keel, this boat sails better than her contemporaries.

The 1960s produced a whole passel of smaller production yachts of a similar style designed by the likes of Phil Rhodes, Carl Alberg, Olin Stephens, and Ted Hood. These are quite traditional boats with moderate overhang fore and aft, modest topside height, full keel, heavier displacement, low aspect rig, and perky sheerline.

One of the most popular and typical of this style of boat is the Luders 33 designed by Bill Luders and built by Allied Yachts of Catskill, NY, from 1966 to 1974. Luders, a former boatbuilder as well as designer, designed the 1964 America’s Cup contender American Eagle , a fleet of 44′ yawls for the US Naval Academy, and the Sea Sprite 34.

It is unfortunate that the builder of the Luders 33, Allied Yachts, had such a troubled existence, struggling for survival from the early 1970s until the firm finally succumbed for good in 1981. In its heyday in the late 1960s, Allied built some popular boats including the 35′ Seabreeze, the 39′ Mistress, and the semi-classic Seawind 30 (later the 32′ Seawind II) as well as the Luders 33.

The problem for the used boat buyer in considering a boat from a defunct builder is compounded in the case of Allied. In its struggle in its latter years the quality of the boats Allied built became inconsistent. This is more notable in the detailing and finish work than in basic construction, but it is a factor to consider. However, this should not be as much a problem for buyers of the 33 as for later Allied products.

A Close Look at the Boat

Throughout its nine year production run, a bit more than 100 Luders 33s were built. Still, like such similar boats as the Alberg 30, the relative scarcity and traditional styling have made it a bit of a cult object.

With her short waterline, heavy weight, short rig, large amount of wetted surface, and small prop in aperture, the 33 can hardly be termed a spritely performer under either sail or power. For instance, against the more modern (designed in 1968) but otherwise comparable Tartan 34, the 33 gives away more than 20 seconds per mile under PHRF.

At the same time the 33 is no slouch when sailing among heavier boats of her type. At her introduction, much was made of her hull design having been tank tested; indeed in the later 1960s, 33s compiled a creditable racing record. At their best in winds of 10 to 15 knots and smoother seas, a number are still successfully raced in PHRF events in the Northeast where winds are typically moderate. Although short, the rig with its big mainsail and masthead foretriangle provides plenty of sail power; however, a good reefing system is needed to prevent overpowering in a breeze. One advantage of the large mainsail is the ease with which the boat can be handled under mainsail alone, in contrast to the difficulty of sailing a modern tall, skinny mainsail design without a headsail.

For power the 33 will have either the original Gray 25 hp gas engine, the 27 hp gas Palmer (after 1967), or a small retrofitted diesel. All can provide enough push ahead, but the prop location and size hurts backing down.

Belowdecks the 33, like so many of boats of her size and type, is decidedly cramped compared to more recent 33-footers, although it’s spacious for a boat with a waterline length of merely 24′.

The forward berths are comfortable; the upper or pilot berth in the main saloon is handier as a catchall than it is for sleeping; the pull-out transom berth is not bad as either a seat or a berth; and the “convertible dinette” is just fine for those who want to have a double berth and who don’t object to the compromise.

Other than the dinette, the layout of the 33 is definitely “traditional” with an athwartships galley aft, a small head, and an icebox lid that doubles as a chart table. The raised cabin trunk with large windows was a popular feature in production boats of this era, providing headroom, light, and cockpit protection.

The interior decor of the 33 was intended to be plain and functional, although a number of owners report dressing it up with wood, replacing Formica surfaces. The quality of the joinerwork and finish varied somewhat during the production run but in general can be deemed about average.

The cockpit is short by modern standards but has more abundant stowage space in seat lockers and lazarette than in later boats fitted with quarterberths and cockpits extending to the transom. The original design was for tiller steering, but many 33s have been subsequently fitted with wheel steering. Owners report wheel steering preferable for ease at the helm but are divided on whether it should be located forward or aft in the cockpit.

The decor might be plain, but there seems no question that the basic construction of the 33 is rugged. The weight of the boat apart from ballast amounts to a whopping 8,000 pounds, a weight that today is closer to the all-up displacement of boats with waterlines 2′ to 4′ longer.

What to Look For

As with so many boats built more than, say, 10 years ago, weaknesses such as inadequate hull-to-deck joints, poor bulkhead tabbing and the like have long since become apparent and should be found in any professional survey. What may be less apparent in the 33 is deck and cabintop delamination—separation of the laminate from the balsa core.

Similarly there are reports of gelcoat problems (crazing, voids, etc). And, as with any deck-stepped mast the step and under-deck support system should be carefully checked. So too should the rudder and its hangings.

In the era in which the 33 was built, strength was often obtained by using heavy fiberglass scan’tlings in place of good construction engineering, one result of which is sloppy glasswork although not necessarily a weaker hull structure.

With a boat of the type of the 33, upgrading and refurbishing seems a worthwhile investment. Performance can be markedly improved with slab reefing, a roller traveler, good sails, etc. The looks of the boat can be dramatically enhanced with well finished exterior wood trim and refinished gelcoat surfaces. Thus, in considering used 33s, look for those in which past owners have worked—and spent—to make their boats better. The alternative is to look for a sound but unimproved model at the right price and plan to invest in bettering her. Finding the right one may take time and effort, but they do come on the market. As one owner put it, “Look for three years and close the deal in three minutes if you find her.”

Conclusions

Given the price on the used boat market of similar “traditional” boats such as Cape Dories, Sea Sprites, and Albergs, the Luders 33 strikes us as a most promising alternative. The 33 sails better than most of her full keel/short waterline kin, is built to last as long, and should represent good equity. In return, the 33 may need some refurbishing, perhaps a new diesel engine if not already retrofitted, but the result is a superb boat at a price that should be well below that of other production boats of her type.

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Luders 33 allied

The luders 33 allied is a 33.0ft masthead sloop designed by bill luders and built in fiberglass by allied boat company inc. (usa) between 1966 and 1974., 107 units have been built..

The Luders 33 allied is a very heavy sailboat which is slightly under powered. It is stable / stiff and has an excellent righting capability if capsized. It is best suited as a bluewater cruising boat. The fuel capacity is originally small. There is a short water supply range.

Luders 33 allied for sale elsewhere on the web:

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Allied Luders 33 sailboat

• Condition: Used
• Make: Allied
• Location: Fort Myers Beach, Florida, United States

Description

Manson supreme #35 anchor, and 200 feet of chain. Danforth anchor as back up.

Manual windless with handle.

Harken roller furling, with 135 head sail in great shape with new sun shield

New jib sheets

New life lines

Whisker pole

7 two self tailing winches on mast. #16 lewmars

New haylard on mast

LED anchor light, and all round.

Covers for all bright work

New rub rails, and hull side paint.

Rebuilt marine head, with new y valve. Holding tank empty and clean. 20 gal collapsible tank.

Shower sump has own bilge pump for shower.

Interior lights all LED

New fresh water pump

New bilge pump

New manual bilge pump

3 sails jib, main, and asymmetrical spinnaker all in great shape

Wi-Fi antenna/ radio, and router. Great when on the hook.

Garmin 441 gps chart plotter, with new transducer ( depth sonar water speed)

Auto pilot, depth gauges.

New rudder shoe bushing, shoe rebedded

New cutlass, prop, shaft, stuffing box, coupler

Westerbeke 4-107 might have 1000 hours after a full rebuild. Everything but the block. Runs great.

New magnum inverter Charger

Two burner stove

Microwave. ( Inverter will run it under battery power)

5 new batteries.

Solar panel ready

Two kayaks and paddles

Main sheet winch #16 Lewmar

Two jib winches #46 self tailing Lewmar winches.

Two more #16 Main haylard cabin top. One for main haylard, and one for down haul.

7 self tailing Lamar winches in total

Dc refrigeration

35 gal fuel tank. At 70 miles you will probably burn 7 gal of fuel at 6 knots.

Water heater A.C., but can be connected to engine for off shore hot water

40 gal fresh water I think

All cushions are great and very comfortable

Genrac generator that will run full load for 6 hour on less than a gallon of fuel . 700 dollar value, and it is quite.

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Home > Find Your Sail > Search by Make and Model > Allied > Allied 33 Luders

Allied 33 Luders

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Let's connect, why it's important to partner with a designer on your allied 33 luders sail.

The design is the most critical part of your new sail. Ensuring the sail fits and performs its best is a must for our crew. The Precision Sails Design team are experts at their craft. Unlike other sail lofts all of our sailors work one-on-one with a designer to perfect their Allied 33 Luders sail.

No Two Allied 33 Luders Sails Are Alike

There are many factors that affect the performance and design of your sails. Location, sailing experience, and weather conditions all come into play when picking the perfect sail. Two mainsails made for two Allied 33 Luders’s in California and Florida will have different designs, sailcloth, and options based on what is best for the sailor.

Taking measurements is easy. All sailors work alongside our measurement team to measure and confirm their rig specs. This helps ensure your design is flawless and allows us to extend our Perfect Fit Guarantee to all of our sailors.

Discover the best cloth for your sailing needs, our sail details, or more about how Precision Sails is leading the sail-making industry with innovative new practices.

Proudly offering the largest selection of sailcloth in the industry, our team is always available to help you find your perfect sail. Whether you're a weekend sailor, coastal cruiser, or club racer our team is ready to walk you through the process.

Types of Sails

Precision Sail Loft specializes in producing headsails, mainsails, spinnakers, gennakers, and code zeros. So no matter the type of sail you’re looking for, we can help. Our sails are trusted by cruisers and racers alike from around the globe. Review the sail options and craftsmanship available to customize your dream sail.

Build & Process

Every sail we craft is produced to the highest standards with the best hardware, craftsmanship, and skill-set in the industry. Pair that with Precision Sails' approach to communication and your sailboat will be ready to set sail before you know it.

Unparalleled Commitment To Helping Sailors

As experts in design, communication, and production our team is ready to take on the task of making sails for your boat. Give us a call to get started.

“ I just received my asymmetrical spinnaker, with sock and turtle bag, along with a new 135 Genoa. The entire process was simple and both sales and the design team were in regular contact if there were any questions. The customer portal was easy to use and lets you keep track of where in the process your sails are. Great sails, great service -Graham Edwards (Facebook)

“ The whole team at Precision Sails was fantastic from start to finish. We’ve had a laminate main and genoa made so far and have a spinnaker on the way. They listened carefully to our needs and recommended a great sail cloth. We couldn’t have gotten more bang for our buck! -Noah Regelous (Google)

“ We received our spinnaker and launched it yesterday and I just wanted to let you know how pleased we are with it. The service we received from your company was exceptional and the quality of your product is second to none. We will certainly be return customers in the next few months to replace our main and jib sails and will recommend your company to all our sailing buddies. Once again-thank you.” -Daniel Jackson (Google)

“ we had good communication during the planning stages and the knowledgeable people at precision sails really got me fixed up good! The sails look and work fabulous! my boat sails better than it ever had! couldn’t be more pleased with the product AND the service!” -Fred Jelich (Facebook)

“ Our new furling jib for a Corsair 27 Had to be specially designed due to the height of the furler, but this was accomplished quickly and in short order we had our sail which fits beautifully and has a great shape. It’s everything we could have wanted, high tech design, thoughtfully executed and affordable.” -Nancy Y. (Yelp)

Request a Allied 33 Luders Quote

Looking to buy a new headsail or mainsail for your Allied 33 Luders? Request a free quote from Precision Sails for a new custom sail. Our team will work with you to design the perfect sail for you.

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Allied Boat Company Inc.

Allied Boat Company began as a partnership between Lunn Laminates (FG boat builder and owner of the molds for the SEAWIND 30), the yacht brokerage firm of Northrop & Johnson, and Thor Ramsing, a well known racing sailor. The company established its building site on Catskill Creek in Catskill, N.Y., just off the Hudson river where it remained for the entire time it was in business. Howard Foster, from Northrop & Johnson was named president. The SEAWIND 30, was the first model and was so successful, the company could barely keep up with the demand. (Early SEAWIND’s were completed by Lunn Laminates and F.L. Tripp & Sons in Massachusetts.) Ramsing, who provided most of the initial capital, retained the design firm of MacLear & Harris to design a second model, the SEABREEZE 35 which was very successful. This was followed with the LUDERS 33, which also sold well. In 1964 Northam Warren bought out the other principals and acquired a controlling interest in the company. During the remainder of the 1960’s, Foster maintained control of production (along with Steve Ramsay, Vice President and Treasurer from 1967-1972) and sales at the factory while Warren went “on the road” attending boat shows and entering races with his own SEAWIND 30. At it’s peak, the company employed 130 workers and orders continued to roll in. In a very few years, Allied developed a strong reputation and provided a warranty that few other builders could match. At one point, the company sold their products directly to customers, bypassing the traditional dealer network. The fleet was expanded to include a 39-footer and the 42 foot XL-2, a Sparkman & Stephens design. The GREENWICH 24, the smallest boat, didn’t prove to be as popular as the larger models. But beneath the surface, all was not well. Some time after 1969 Allied began to have financial problems when the price of materials, such as resin, began to escalate. In addition, disagreement within the management of the company caused a number of key people to resign. In 1969, the company officers filed a mortgage foreclosure on the factory buildings and a number of unpaid suppliers were filing judgments against the firm. In 1971 Northam Warren became the sole unencumbered owner of Allied Boat Company. In 1974 he sold the company to Robert Wright and 2 other investors. Wright changed the name to the Wright Yacht Company and provided the funds to keep the business afloat and fulfill the orders that were still coming in. During this time, Wright commissioned Thomas Gillmer to create another boat similar to the original SEAWIND, but slightly larger. This became the SEAWIND II. Other new boats included the PRINCESS 36, MISTRESS 39, and the MISTRESS Mark II. The faltering US economy and major downturns in the stock market caused Wright’s partners to withdraw all financial support. The first of several liens against the company was filed in the summer of 1978. When the Wright Yacht Company became insolvent, the Job Development Authority (JDA) of Moore County, NY became owner of the companies assets and the future of maintaining any type of boat building enterprise at the this location seemed in doubt. But in 1979 a reprieve was provided by Stuart Miller, an attorney from New York City, and owner of a PRINCESS 36. He was familiar with the company’s reputation and apparently convinced that with the JDA he could save jobs for Greene County and make the business profitable once more. But, for whatever reason, Miller plan didn’t succeed and before long the JDA was looking for a another buyer. The next rescue attempt was headed by Brax Freeman, a former yacht dealer. Freeman’s tenure lasted until late 1981, when the company folded yet again when unpaid creditors and tax collectors began to form a line at the door. In the end, the efforts on the part of the JDA to save jobs for Greene county and keep the land developers at bay had failed. In 1984, all the remaining tooling and equipment were auctioned off. The land was sold, the buildings demolished and replaced with waterfront condominiums. (srb 12/2010)(ed. srb 12/2015)

Associations

• Allied Seawind II Home Page
• Luders 33 Owners
• Half Ton Class
• Alfred E. Luders
• Arthur Edmunds
• Britton Chance
• George H. Stadel Jr.
• MacLear & Harris
• Robert B. Harris
• Sparkman & Stephens
• Thomas Gillmer

16 sailboats built by Allied Boat Company Inc.

Allied Seawind

Allied Princess 36

Allied Seabreeze 35

Allied Seawind MK II Ketch

Allied Luders 33

Allied Mistress 39

Allied Seawind MK II Cutter

Allied Wright 40

Allied XL-2 42

Allied princess 36 mkii.

Allied Mistress 39 MKII

Allied Chance 30-30

Allied Contessa 36

Greenwich 24

Allied Seabreeze 35 Citation

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VESSEL REVIEW | Sinichka – Electric commuter boats designed for Russia’s Moskva River

A series of three new electric monohull commuter ferries have already begun operational sailings on the Moskva River in the Russian capital Moscow.

Built by Russian shipyard Emperium, sister vessels Sinichka , Filka , and Presnya – all named after rivers in Moscow – are being operated by the Moscow Department of Transport and Road Infrastructure Development (Moscow Deptrans). They are the first units of a planned fleet of 20 vessels that will serve the capital city and other nearby communities. The new ferry system will be the water transport system to be operated on the Moskva River in 16 years.

Each vessel has a welded aluminium hull, an LOA of 21 metres, a beam of 6.2 metres, a draught of only 1.4 metres, a displacement of 40 tonnes, and capacity for 80 passengers plus two crewmembers. Seating is available for 42 passengers on each ferry, and the main cabins are also fitted with USB charging ports, wifi connectivity, tables, toilets, and space for bicycles and scooters. The cabin layout can be rearranged to allow the operator to adjust the distances between the seats and to install armrests of varying widths.

An open upper deck is also accessible to passengers and is the only area on each ferry where smoking is allowed.

The ferries are all of modular construction with each ferry’s wheelhouse, main cabin, and other structural elements being built as complete, separate components. This enables the ferries to be easily dismantled for transport to anywhere in Russia by rail and then quickly re-assembled within seven days.

The ferries are also ice-capable. Recently completed operational trials on the Moskva showed that the vessels can also easily navigate under mild winter conditions with broken surface ice, though year-round operations are planned for the entire fleet.

The ferries are each fitted with 500kWh lithium iron phosphate battery packs that supply power to two 134kW motors. This configuration can deliver a maximum speed of 11.8 knots, a cruising speed of just under 10 knots, and a range of 150 kilometres.

Emperium said the transfer of rotation of electric motors to the propeller is carried out by direct drive. As a propulsion installation, a pulling rotary propeller-steering column with double screws is used. The installation of double pulling screws, with similar power, allows an operator to increase the efficiency of the propulsion system to deliver a slightly higher speed or to reduce energy consumption. This arrangement also provides the ferries with enhanced manoeuvrability necessary for navigating in close quarters.

The batteries themselves have projected service lives of 10 to 12 years and are fitted with safety features such as built-in fire extinguishers and gas vents. Quick-disconnect features allow the batteries to be easily removed for replacement or maintenance.

Some of our readers have expressed disquiet at our publication of reviews and articles describing new vessels from Russia. We at Baird Maritime can understand and sympathise with those views. However, despite the behaviour of the country’s leaders, we believe that the maritime world needs to learn of the latest developments in vessel design and construction there.

Click here to read other news stories, features, opinion articles, and vessel reviews as part of this month’s Passenger Vessel Week.

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Tags: Emperium Filka Moscow Moscow Department of Transport and Road Infrastructure Development Moskva River Presnya Russia Sinichka WBW newbuild

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Dozens of kayakers were rescued after a jaunt on the waters turned harrowing during a strong wind event.

A group of 33 – including children – had left a boat ramp to paddle across to Nickajack cave Monday when high wind knocked some over into the water, according to Tennessee Wildlife Resources Agency officials.

The group scrambled to a river bank near the cave and then called for help.

Emergency crews arrived but even had to fight the weather themselves before getting into the water.

High winds blew over one of the rescue boats while it was still attached to its trailer. 

Luckily, the boat wasn’t damaged and crews could get on the water. And despite “extremely poor water conditions,” they could still ferry the kayakers back to shore.

No one was injured in the ordeal, officials said.

Rescuers credited all the kayakers for wearing life jackets as contributing to the successful rescue and survival.

“This is a great example of the importance of life jackets,” said TWRA Boating Officer David Holt.

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Could tugboats have helped avert the bridge collapse tragedy in Baltimore?

Crews were set to begin removing the wreckage of a collapsed highway bridge in Baltimore on Friday. Maryland Gov. Wes Moore said a large crane, which can lift up to 1,000 tons, would be one of at least two used to clear the channel of the twisted metal and concrete remains of the Francis Scott Key Bridge, and the cargo ship that collided with it this week.

Tugboats float next to the container ship Dali lodged against the wreckage of the Francis Scott Key Bridge, Friday, March 29, 2024, in Baltimore, Md. (AP Photo/Mark Schiefelbein)

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FILE - A U.S. flag flies on a moored boat as the container ship Dali rests against the wreckage of the Francis Scott Key Bridge, Tuesday, March 26, 2024, as seen from Pasadena, Md. (AP Photo/Mark Schiefelbein, File)

FILE - This satellite image provided by Maxar Technologies shows the Francis Scott Key Bridge struck by the container ship Dali in Baltimore, Md., on Tuesday, March 26, 2024. (Maxar Technologies via AP, File)

FILE - A tugboat travels along the Patapsco River as the container ship Dali rests on the wreckage of the Francis Scott Key Bridge on Wednesday, March 27, 2024, in Baltimore. (AP Photo/Matt Rourke, File)

FILE - The container ship Dali is stuck under part of the Francis Scott Key Bridge after the ship hit the bridge Tuesday March 26, 2024, in Baltimore, Md. (AP Photo/Steve Helber, File)

FILE - In this image from video released by the National Transportation and Safety Board, the container ship Dali is stuck under part of the structure of the Francis Scott Key Bridge after the ship hit the bridge, Tuesday, March 26, 2024, in Baltimore. (NTSB via AP, File)

FILE - In this photo provided by the Maryland National Guard, the cargo ship Dali is stuck under part of the structure of the Francis Scott Key Bridge after the ship hit the bridge, Tuesday, March 26, 2024, in Baltimore. (Maryland National Guard via AP, File)

FILE - The container ship Dali rests against wreckage of the Francis Scott Key Bridge on Tuesday, March 26, 2024, seen from Dundalk, Md. (AP Photo/Matt Rourke, File)

FILE - This satellite image provided by Maxar Technologies shows the overview of the Francis Scott Key Bridge in Baltimore, Md., on May 6, 2023. On Tuesday, March 26, 2024, the container ship Dali lost power and collided with the major bridge causing the span to buckle into the river below. (Maxaar Technologies via AP, File)

FILE - A person views the container ship Dali as it rests against wreckage of the Francis Scott Key Bridge on Tuesday, March 26, 2024, as seen from Dundalk, Md. (AP Photo/Matt Rourke, File)

With the 95,000-ton cargo ship Dali powerless and hurtling helplessly toward the Francis Scott Key Bridge, the harbor pilot commanding the vessel had just minutes to make his last, desperate attempts to avoid disaster. He declared distress, dropped anchor and, notably, called for help from nearby tugboats.

Two 5,000-horsepower tugs, which only minutes earlier had helped guide the ship out of its berth at the Port of Baltimore and peeled off, quickly turned back and raced toward the Dali. But it was too late. The massive ship stacked with cargo slammed into the bridge in the predawn darkness Tuesday, toppling the span and killing six construction workers .

Whether those tugs could have averted the disaster with the Dali already out of control is debatable. But maritime experts interviewed by The Associated Press say they could have made a difference if the tugs had stuck by the ship longer, escorting it on its 18-minute trip through the port’s deep-water channel, in a position to see it drifting off course and potentially nudge or tow it back in line.

The Baltimore bridge collapse today:

• The latest: Cranes arriving to start removing wreckage from deadly Baltimore bridge collapse
• Cost : Building a new Key Bridge could take years and cost at least $400 million, experts say
• Environment : Activists watch for potential impact on environment as Key Bridge cleanup unfolds

Such extended tugboat escorts aren’t required or even customary in Baltimore or at many other U.S. ports, mostly because of the costs they would add for shippers. But with the increasing size of cargo ships and the threat they pose to bridges and other critical infrastructure, some are questioning whether they should be.

“I’m a big fan of tug escorts,” said Joseph Ahlstrom, a member of the Board of Commissioners of Pilots of the State of New York, which regulates the state’s harbor pilots. “If applied early enough and effectively, yes, a tug escort could prevent a collision with the bridge or with another ship, or going aground.”

“Going to sea is danger,” added Ahlstrom, who also teaches at the State University of New York’s Maritime College. “But if you’re going to go to sea, if you’re going to put yourself at risk, do whatever it takes to minimize risk.”

Maritime experts told the AP that the Baltimore disaster highlights how each individual port makes its own tugboat rules, resulting in a patchwork across the nation, and how competition among ports for business from cost-conscious shipping companies has trumped calls for extended tugboat escorts that can add tens of thousands of dollars to every transit.

Baltimore’s port, operated by the state of Maryland, ordinarily uses tugboats to help maneuver big ships out of their docks and doesn’t require extended tugboat escorts into the port’s channel and broader Chesapeake Bay unless ordered by local harbor pilots or the U.S. Coast Guard over safety concerns tied to weather, traffic, cargo or mechanical issues. Shippers can also request tugs.

In the case of the Dali, two state harbor pilots boarded the Singaporean-flagged ship to take over navigation through the port as the vessel set out on a trip to Sri Lanka. Two tugboats, the Eric McAllister and the Bridget McAllister, guided the massive vessel out of the tight spaces of the dock and then released when the ship was safely in the channel.

But within minutes, according to satellite data that tracks vessel traffic, the 984-foot (300-meter) Dali began to drift out of its lane and veered more sharply before slamming into one of the main pillars of the bridge, which is a critical conduit for Baltimore truckers and commuters.

The National Transportation Safety Board, which is investigating the crash, said a review of the ship’s voyage data recorder showed the pilot’s 1:26 a.m. call for help from nearby tugs came about four minutes before impact.

“One of the things that was hard for me to believe is that they didn’t require tugs on the vessel as it was traversing towards the bridge,” said David Heindel, president of the Seafarers International Union, which represents U.S. merchant mariners.

“Some ports require tugs, depending on the vessel, usually tankers. You see where tugs have to escort ships in and out of port, especially narrow ports,” Heindel said. “In the end, I think that that may be exactly what happens in the Port of Baltimore.”

The Maryland Port Administration did not immediately respond to requests for comment. A U.S. Coast Guard spokesman said the service doesn’t direct tug operations in the port and the Dali’s departure “is the typical outbound scenario for these types of cargo ships.”

The Dali is owned by Grace Ocean Private Ltd. and managed by the Singapore-based Synergy Marine Group . Synergy spokesman Darrell Wilson said the pilots guide the company’s ships in and out and that he didn’t know how tugs are coordinated.

The Eric McAllister and Bridget McAllister are muscular machines. Called tractor tugs, they don’t just nudge ships. The Eric McAllister , the bigger of the two, is 98 feet (30 meters) long and equipped with a thick steel cable and winch that, when attached to even a large cargo ship, can potentially pull it away from trouble.

The 1989 Exxon Valdez disaster in Alaska’s Prince William Sound spurred Congress and a few states to require tug escorts for oil tankers. But those limited requirements were aimed at protecting wildlife from spills, not safeguarding critical infrastructure such as bridges.

Jennifer Carpenter, president of the American Waterways Operators, a trade group that represents tugboat and barge companies, said that given the Dali tragedy, she expects regulators to look closely at whether more stringent tugboat escort requirements are needed.

But she said tugboats are just one part of a complex safety matrix that also includes concrete fenders for bridges and emergency response systems.

The supply of tugboats is limited and using them more frequently entails risks, she said, primarily pollution and increased sea traffic.

“The last thing we want to do is have two tugs escorting every vessel,” Carpenter said. “That would have massive implications for the efficiency and safety of our waterways, which are already pretty crowded.”

Some ports have tried to boost vessel escort requirements. But they often face resistance from shippers, who are under pressure from customers to move goods as cheaply as possible.

In 2004, California’s Legislature passed a bill requiring tug escorts for chemical tanker ships in San Francisco Bay, but it was vetoed by then-Republican Gov. Arnold Schwarzenegger amid protests by the shipping industry over cost concerns.

“Tugs are a big upfront cost and a lot of companies don’t want to pay for that,” said Sal Mercogliano, who writes a widely followed shipping blog. “And if Baltimore starts mandating it, you’re going to see ships go to Norfolk, Philadelphia, New York — wherever is cheapest.”

McAllister Towing, which operates the tugboats that guided the Dali, can charge $15,000 or more for one or more of its ships to lead a large cargo vessel out of its berth, according to a recent rate sheet, with more charges for extended escorts.

That may be small change for a big shipping company but the costs can add up.

John Konrad, a licensed captain, said there’s an “unspoken tension” between shipping companies and pilots over how many tugboats should be used and how long they remain with a seagoing vessel.

“The pilots would like, in an ideal world, to have extra tugs with them all the time until the ship gets out to the ocean,” said Konrad, founder and CEO of gCaptain, a website for maritime professionals.

“But the shipping companies don’t want to pay for those tugs,” he said. “So there’s always this push and pull.”

Associated Press reporter Josh Funk contributed.

Contact AP’s global investigative team at [email protected] or https://www.ap.org/tips/