tanzer 35 sailboat

Boats for Sale

35' tanzer 10.5 pilothouse pilothouse.

ARCHIVED: This is a previously listed vessel and is no longer offered for sale If you would like assistance locating a similar vessel, Click Here to contact the listing broker.

Price Reduced, Looking for Offers

This 1983 Tanzer 10.5 offers distinctive styling and innovative engineering. The Tanzer 10.5 looks very much like a sleek sailboat. She is not your average motorsailer but a swift, comfortable aft-cabin cruising yacht. Fresh water boat, well taken care of and loved motor sailer with both interior and exterior steering stations. Sleeps 6. Headroom: 6.33'. Electronics include Autopilot, Dual SR Mariner Combi Units w/ Depth, Speed and Wind, VHF, 8 Sails Total, Electric bilge pump, Manual bilge pump, Refrigeration, Hot water, Marine head, Battery charger, 110V Shore power inlet, Cockpit pit table; Custom Tall Rig w/Custom Tabernacle and transom mast support that allows stepping and unstepping of the mast, Deep Keel, Yanmar Diesel.

• Specifications
• Description

Head: Enclosed toilet area with sink and vanity, pressure water for sink and shower fixtures. Hanging locker for wet gear at base of companionway Main Cabin: U shaped dinette and settee seating 8, this converts to a huge double berth. There is a bureau with hanging storage below. To Starboard are full length fiddled shelves. Headroom is 6.33’ throughout. Aft Cabin: A double berth 6’4” by 60” to starboard, hanging storage and vanity. Forward Cabin: Two 6’4” upper and lower crossover berths with two large storage bins below Acrylic hatch provides light and ventilation. Several opening ports and hatches provide ventilation Inside Steering Station: In wheelhouse to starboard with 18” destroyer wheel. The engine controls and a helm seat with storage below. There is a chart table at this location with storage inside it. Electrical distribution panels are at this location as well Visibility thru the Lexan ports is 210 degrees • Propane on demand hot water heater • Adler Barbour Electric Refrigeration • 3 Burner propane stove with over • Dining table seats 8 • Stern mounted Barbeque • Cabin Heater, gas powered • Hot/Cold pressure water • Screens • Teak and Holly cabin sole • curtains

Large L shaped, fiddled, aborite counter top with deep stainless sink, located in wheelhouse with 210-degree visibility. Smoked Lexan fixed ports. 9 cu ft top loading insulated ice box with double-hinged insulated cover and drain to shower sump and Adler Barbour refrigeration. There is generous drawers, shelves and lockers for storage of dishes. Gimbaled Hillerange 3-burner propane oven, 2 ventilating hatches

• VHF Radio • SR Mariner Combi Knot, Depth, Wind in Cockpit • 2nd SR Combi Unit at Lower Helm Station • Simrad WP30 Auto Pilot • Gemini Compass at Pedestal • Stereo • 2 Batteries, New 2015 • 12 Volt and 110 Volt Systems • Battery Charger • Shore Power Cord

• 8 Sails Total including • 2X Mainsails, one fully battened • Light AP Mylar • Heavy #1 Genoa • Self-Tacking Jib • Storm Jib • Spinnaker w/Sock • 2 #26 2-Speed Cockpit Sheet Winches • 2 #16 2-Speed Cabintop Winches • #10 Spinnaker Pole Control Winch • Harken Mainsheet traveler located behind cockpit • Harken Traveler for Self-Tacking Jib • Hydraulic Backstay Adjuster • Spinnaker Pole • Whisker Pole

• White Hull with White Deck • Black Boot Stripe and Black Cove stripe • Anchor roller • Low maintenance Stainless steel Handrails • Stainless Steel Swim Ladder integrated to stern rail • Double Bow & Stern Pulpits with Double Lifelines • Opening Ports with screens • 4 Aluminum Hatches

Cabin Heater, Electric anchor windlass, Propane tanks; Steel Storage Cradle; 35# CQR Anchor with Chain & Nylon Rode; Danforth Anchor; Life Jackets; Fire Extinguishers; Bilge Pumps; Curtains; Fenders & Docklines; Winch Handles.

Contact RCR listing broker Charles “Corbo� Corbishley for more information or to arrange a viewing; O: 585-339-9730, C: 585-752-2530, [email protected]

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Tanzer sailboats for sale

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1982 Tanzer 39 | L'Eau-Dace 4 fronteras, Guatemala, Guatemala

1983 Tanzer 16 | Connie J Commerce Charter Township, Michigan, United States

1983 Tanzer 35 Port Clinton, Ohio, United States

1984 Tanzer 22 | Knot Free Northport, New York, United States

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• Sailboat Reviews

This unusual, flush-deck 1970s-era boat draws a bit too much to be a true trailer-sailer, but her performance nearly rivals a J/24. The cockpit is big, but the cabin quite small.

We originally reviewed the Tanzer 22 in the December 1, 1981 issue, but a friend of ours did such a good job restoring the 25-year-old T-22 he inherited from his father that we decided to take a second look. The T-22’s accommodations haven’t gotten any more workable than they were when we first sailed her; her aesthetics are, at best, “unique,” and we doubt she’d have much luck in a drag race with lighter 22’s like those that have come on the market since she was introduced in 1970. Still, she’s simple and fun to sail. She’s also capable enough as a cruiser and challenging enough as a racer to make her one of the most popular boats of her type ever built. There were 2,270 sold.

The Tanzer 22’s shortcomings may illustrate some of the ways that sailboats have gotten better over the years, but her strengths are still genuine. A pint-sized weekender/racer that wears well, the T-22 has earned remarkable loyalty from her owners.

Johann “Hans” Tanzer, designer/builder of the T-22, grew up in Austria where he apprenticed as a boatbuilder. Then he went to Switzerland where he built and raced dinghies and small boats. Finally he emigrated to Canada. He worked at first on one-offs, dinghies, and raceboats before starting his own shop. Tanzercraft built Lightnings, International 14s, and Y-Flyers. “Right from when I started in Austria the main thing was always racing…to make a boat go fast,” Tanzer said from his home near Dorion, Quebec. “Then I thought, ‘What about a boat for the family, for the average guy?’”

His answer was a 16-foot daysailer he called the Constellation, his first design. When his company expanded and became Tanzer Industries, Inc. in 1968, the Constellation became the Tanzer 16, and then Hans Tanzer drew up an overnighter version, the next step in appealing to the average guy.

Next up was the Tanzer 22.

“I was inspired a bit by Uffa Fox, some by George Hinterhoeller and what was happening at C&C; I knew how to make boats go fast. But for the 22 I wanted a boat that was first of all safe, that would be forgiving, that you would not need to be expert to sail, that would let families sail together.”

Design The T-22’s cockpit is large. It is well over 7′ long and (in the absence of side decks) utilizes the whole of the boat’s beam. It provides room to seat six and lets four sail comfortably. The well is deep, the seat backs are high, the seats slope outboard; it is secure and comfortable.

“We’ve sailed the boat for more than 20 years,” said an owner from Maine. “We like the roomy cockpit and solid feel. It’s a great boat for children as the cockpit is so deep and spacious.” Most owners say the same; its over-sized cockpit is a key to the appeal of the boat.

It is also, however, too big to drain quickly. And there is no bridgedeck. We asked Tanzer about the potential danger of filling the cockpit offshore and/or in heavy weather.

“The corner of the house deflects water and protects the cockpit from taking solid waves,” he answered. “My son and I took out the first boat we built and tried to break it. We had the spreaders in the water and the waves still didn’t come aboard. The water just streamed aft along the deck. The hull has plenty of freeboard and the cockpit sides are high. I think I should have made the cockpit more self-bailing, though.”

John Charters, once service manager at Tanzer Industries and now editor of the class newsletter, said, “Many owners have, like I did, added drains in the forward corner outboard end of the cockpit benches to drain what water comes aboard to the scuppers. I’ve seen T-22s with their keels out of the water, but I’ve never seen them swamp or heard of one that sank. When it starts to blow hard, though, I always sail with the bottom drop board in place in the companionway to make sure no water gets below.”

The T-22 displaces 2,900 pounds (3,100 for the keel/centerboard version). That’s heavy, even by 1970’s standards. The Catalina 22, a contemporary of the T-22, weighs 2,150 pounds. The more modern J/22 is just 1,790 pounds (and she’s hardly the lightest racer/cruiser available in this size range.) It’s natural to think of displacement as “dead weight,” especially in a small boat where size puts an effective limit on sail area. However, it can also translate (as we feel it does with the T-22) into robust scan’tlings and healthy ballast/displacement ratios. “Everything on the Tanzer is built extremely heavy-duty,” said one owner.

Tanzer put much of the T-22’s buoyancy in the after sections. As a result, she accommodates the weight of a cockpit full of sailors without squatting or deforming her sailing lines. Finally, the T-22 provides little of the “corky” feel that some small boats do. It would undoubtedly be possible to build the boat lighter today. That might improve it some, but the T-22’s solid feel and generous payload have endeared her to “the average guy,” and much of that is due to her heavy displacement.

The mainsail is small (112 sq. ft.) with almost no roach. Her spar is a “tree” in section and virtually unbendable. A 200 sq. ft. (170%) genoa provides the real muscle of the sail plan. We prefer a big controllable mainsail married to a small, non-overlapping jib for versatile, efficient sailpower. In a bigger boat an out-sized genny can become a man-killer. However, the Tanzer’s sails are small enough to handle. Putting most of the horsepower in the foretriangle is one way to limit weather helm and boost square footage for light air performance. A 375 sq. ft. spinnaker is allowed by the class. The T-22 sailplan, though dated, is proven and straightforward.

The hull and foil shapes also are products of their time. Not nearly so sharp of entry nor flat of exit as a modern racer/cruiser, hers is a “through-the-water” hull.

Like many racers from the early 70s, especially those produced by neighboring C&C, the T-22 has a swept-back keel. Designers have since plumbed the underwater mysteries with deltas, trapezoids, ellipses, bulbs, and wings. You don’t see swept-back fins much anymore, but they provide a generous and wide “groove” (which suits the boat well for the average sailor) and minimize wave-making resistance (which helps the boat accelerate and adds to her lively feel). Other shapes have come into fashion, but the T-22’s fin works well.

The same is not entirely true of the T-22 rudder. Tanzer’s original design was a shallow, aft-raking, semi-scimitar. He wanted, he said, a lift/drag profile to match the keel’s and a “fail-safe” element to keep sailors from “driving the boat into trouble.” What he got was a foil that tended to lift clear of the water and ventilate when the boat heeled in a puff.

“We should have replaced it right away,” said Charters, “but it took a long time before we developed a new one. It was deeper, semi-balanced, and straight on the leading edge. It worked! What used to involve fighting ‘on-the-edge’ weather helm is now a two-finger operation. We let the new rudder (it was developed by one of our owners and costs only about $200) and old rudder race together in our regattas.”

There aren’t many boats that look like the T-22. Her straight housetop/deck extends from stem to cockpit. The bow is spoon-curved but a bit bulbous. Very modern-looking in profile, the sheer is traditionally sprung, traced by a cove-stripe/rubbing strake that runs along the deckless “deckline,” which creates the illusion of low to medium freeboard while the actual hull/house sides are quite high. Except for the visual trickery involved with this cove stripe, Tanzer didn’t invest much in trying to make his boat look like something it wasn’t. Her big cockpit, raised side decks, and “good-for-the-average-guy” hull were the main thing, and that is what you get. From some angles she looks saucy, from some others silly.

Accommodations Dinettes were very popular in the ‘70s. “Convertible space” was the magic key to making little boats accommodate big people. Obviously, you have to bend some to cruise a boat this small.

The T-22’s headroom (4′ maximum) makes that point emphatic. So do the sharply tapered V-berth and the narrow quarter berth. The physical and visual “elbow room” created by taking the house side out to the rail, however, helps make the cabin less cramped. Still, the need to convert is a haunting reality. Change the table into the double berth, lift the forward berth to access the head beneath, convert the front-opening ice box into something you can live with underway, the hatch cover into a pop top, etc. and, after a while, “two-way space” becomes a mixed blessing.

Ventilation is another sore spot, but stowage (except for the “silly waste of space given over to the sink and ice box” noted by an owner from Lake George, New York) rates as “good” to “very good” with most owners. Hardly the heart of the design, the T-22’s interior has still let thousands enjoy the sort of limited cruising she was meant for.

Construction Eric Spencer, Tanzer Industries president from 1968 until 1985, now runs Yachting Services, Ltd. (Box 1045, Pointe Claire, Quebec H9S 4H9, Canada; 514/697-6952) that, among other activities, sells parts for the more than 8,000 Tanzers out there.

“Hans was always on the shop floor,” Eric said, “rarely in the office. He was prone to over-engineering things. You can see it in the T-22 keelbolts. They’re the same size we later used on the T-31. And we used the same mast section in the 26 with no problems. And the rigging—everyone else was using 1/8″ wire; Hans had to have 5/32″”

The hull/deck joint is an outboard flange joined by semi-rigid adhesive and 3/16″ machine screws on 6″ centers. Charters, the ex-service manager, said, “Though many owners report no leaks, the joint can leak—sometimes. One of the simpler systems and certainly one of the easiest to fix, it has some minor faults. Impact to the hull, even squeezing between lifting slings, can break the adhesive bond. Both the machine screws and the Monel pop rivets used on some boats may loosen where fasteners pulverize the fiberglass. Remember that the T-22 sails with her rubrail in the water. That pressure can turn even a tiny gap into a leak.”

Charters recommends removing the rubrail, (“but leave it attached at stem and stern or you’ll never get it back on,”) replacing (with oversized machine screws or through bolts) loose fasteners, and redoing the seal using BoatLIFE Life-Caulk or 3M 5200. This “two- to three-hour process,” he said, will renew most boats’ hull/deck joint to tightness.

The portlights originally relied on a sponge rubber inner gasket and a hard rubber outer seal. These, too, most likely will need to be renewed on older boats. Replacing the inner seal with butyl tape is one suggestion. Cutting new, over-sized ports from an acrylic or polycarbonate material (the original plastic clouds with age) and fastening them to the house side with sealant and mechanical fasteners is another good fix, owners report. “The sponge and spline seals I purchased (about $100) for the hull ports from Eric Spencer made re-doing the cabin ports easy. It took four hours and the leaks are completely gone!” said the owner of a 1981 model in Ontario.

An interior hull liner incorporates the berths, cabinets, sole, etc. It’s easy to assemble, and strong if done meticulously (as it seems to have been on the Tanzer floor). But when this construction system includes molded headliners it is hard to move or add deck hardware.

Resin-rich fiberglass from the era when the boat was first built is prone to becoming granular and powdery around screw holes. The early gelcoats craze easily. Still, most owners seem happy.

“Finish has held up very well over the years,” and “Boat looks like new,” were comments frequently heard about the T-22.

Our friend’s 25-year-old heirloom, however, had passed that stage. To bring the hull back he washed it down with Interlux 202, patched dings and scratches with epoxy and microballoons, then brushed on two coats of marine gloss enamel. The result rivals a professionally sprayed job while the cost (time, labor, and materials) is in keeping with the value of a quarter-century-old 22-footer.

The T-22’s iron keel is a sore point. Iron is 40% less dense than lead so you need more of it (at a cost in added wetted surface) to give the boat sufficient ballast. And it rusts. One owner said he discovered no primer beneath the bottom paint applied at the factory. Many sailors know the agonies of fairing a keel that scales and peels. For race-ready perfection you can fill the major craters with epoxy and then build and sand with a system like Interlux’s Interprotect (2000 E coating and V135 Watertite fairing). Not many owners are that far into their fleet racing, but most wish that the keel originally had been made of lead.

Performance Hans Tanzer’s solid background in performance boats, dinghies, and daysailers helped him design the sort of “safe and forgiving” yet lively sailboat he was looking for to appeal to the average guy. He struck a number of balances well. The big cockpit (little cabin), good stability (stiff but not rock-like), controllable rig, and powerful yet easily driven hull combine to give her good manners.

We sailed our friend’s newly painted boat through a drifty morning and a sea-breeze afternoon. In the river she was quick, but tacking the genoa made us wish for a smaller jib and bigger mainsail. On the ocean she was solid and dry. She tacked in 75° in smooth water, and short-tacked up a channel, quickly getting her foils working after a tack.

With a 15-knot breeze she surged rather than surfed. Her deep, rounded afterquarters make her easy to steer but reluctant to get up on plane where a J/22 might.

The strongest T-22 fleets are in Montreal and Ottowa, but American fleets are active, too. Said Charters, “We were the first cruiser/racer invited to CORK (Canadian Olympic-training Regatta at Kingston). We’ve moved now to the offshore course and start 5 minutes behind the J/24s. Usually, the first T-22s, light air or heavy, catch the straggling 24s. We’ve never beaten the winners though.”

PHRF ratings for the T-22 range between 92 and 98, while the J/24 rates between 88 and 98.

The standard mainsheet is attached to a strongpoint on the cockpit sole. A number of traveler options have been tried. Tracks mounted on the sole rather than on a cross-cockpit bridge cut up the cockpit less but offer less control.

You might point higher if you could sheet the genoa tighter, but the shrouds don’t let you. Also, those shrouds, not in perfect alignment with the tabernacle hinge at the base of the mast, must be loosened before you lower the mast. Depending on how (and how much) the wind is blowing, that can be a problem.

The keel/centerboard version (about 10% of the boats sold have this configuration) is less close-winded and, according to racers, not that much faster off the wind than the full keel. Either needs at least 5′ of depth to float off a trailer, so being ramp-launchable involves sending the trailer into the water on a tether.

Conclusions One of the biggest pluses for the boat is the 700-member owner’s association. It maintains Tanzer Talk (a newsletter) and egroups.com/tanzer (a website) that make fellowship as big a part of ownership as you’d like it to be. The owner of a 1979 model from Long Island Sound reports “an outstanding T-22 website (http//www.tanzer22.com) and network of owners who are always willing to help with ideas and experience.”

Built efficiently but using high quality materials throughout the boat (even the pop rivets are Monel), the T-22 commanded a higher price than many of her competitors.

A prospective buyer can still find cheaper ways into the pocket cruising experience, but not many offer the combination of big boat feel and reliability, plus raceboat life, that have suited the T-22 so well to Tanzer’s “average guy.”

RELATED ARTICLES MORE FROM AUTHOR

Thank You! Good article. Just purchased a Tanzer 22. Needing to get proficient at raising and lowering the mast. I received a few Tanzer.22 Newsletters with the boat. In Volume 2 Numbers 21 to 42 page 82 has a good article about ” Mast raising or lowering”. Its quite descriptive but a little confusion. It was written by Brian Rees from CA, I would love to talk with him and have him explain the details. If you know the article, review it and feel free to comment. hank you

Excellent article and review, thank you!

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This pocket cruiser and popular club racer is built for speed and comfort

Opinions vary widely when talk turns to the Tanzer 26, the Canadian-built masthead sloop that was popular in 1970s and 1980s. Some sailors contend the recreational sailboat offers just about everything you might want in a small package—simple rigging, rugged construction, ample room below deck, cruising capability and, surprisingly, speed. Detractors say the boat lacks style and is more akin to a plastic bleach bottle with an unpleasing squatty profile. 

Designed by Johann Tanzer, the boat enjoyed a 10-year production run starting in 1975 at the Tanzer Industries Vaudreuil plant in Dorion, Quebec. With 960 T26s built, the company went out of production in May 1986 when Tanzer Industries filed for bankruptcy. 

During those two decades, the company also built 2,270 Tanzer 22s, its most successful model, which emerged as a popular club racer. Tanzer first found success in 1958 with its Flying Scot and over the years the company churned out approximately 8,000 boats in several lengths, up to 34 feet. 

According to T26 owners, the boat offers qualities that will appeal to cruising families as well as racing skippers. As the Tanzer 26 website puts it, “She provides both speed and responsiveness that is quite unusual for a production boat. But she is not just a fast sailboat that wins races. Her expansive and comfortable interior as well as forgiving nature make her a safe and easily handled cruising boat for the family.” 

First impressions

When discussing the merits of form versus function, the Tanzer 26 could easily be lumped in with the latter. Not the prettiest girl at the dance, the compact pocket cruiser nonetheless has many admirers. It’s a boat absent of traditional sheer, graceful overhangs, or even the openness of a race boat. In two words, the Tanzer 26 is practical and affordable, and that’s what attracts so many sailors. 

Construction

Although the majority of Tanzer boats were built at the home base near Montreal, others were produced in Edenton, North Carolina, and Arlington, Washington, during the height of the company’s success.  

The T26 hull is constructed as a single unit in hand-laid fiberglass with alternate layers of woven roving and mat. Additional layers are applied in high-stress areas. The deck, cabintop and cockpit are also constructed as a single unit, reinforced by sandwich construction to help ensure a rigid, insulated, non-flexing deck.

Latter models featured longer exterior handrails, nonskid deck, and a portal configuration with a single, long window on each side of the cabintrunk, replacing the former array of three or four portals per side.

The boat has a fiberglass hull, fin keel with a draft of 3 feet, 10 inches and transom-hung rudder. Tanzer offered a shoal-draft model as a factory option with a keel draft of 2 feet, 8 inches.

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TANZER 25 Detailed Review

If you are a boat enthusiast looking to get more information on specs, built, make, etc. of different boats, then here is a complete review of TANZER 25. Built by Tanzer Industries Ltd. and designed by Joubert-Nivelt, the boat was first built in 1986. It has a hull type of Fin w/transom hung rudder and LOA is 7.7. Its sail area/displacement ratio 20.09. Its auxiliary power tank, manufactured by undefined, runs on undefined.

TANZER 25 has retained its value as a result of superior building, a solid reputation, and a devoted owner base. Read on to find out more about TANZER 25 and decide if it is a fit for your boating needs.

Boat Information

Boat specifications, sail boat calculation, rig and sail specs, contributions, who designed the tanzer 25.

TANZER 25 was designed by Joubert-Nivelt.

Who builds TANZER 25?

TANZER 25 is built by Tanzer Industries Ltd..

When was TANZER 25 first built?

TANZER 25 was first built in 1986.

How long is TANZER 25?

TANZER 25 is 6.65 m in length.

What is mast height on TANZER 25?

TANZER 25 has a mast height of 9.93 m.

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• Sailboat Guide

Tanzer 25 is a 25 ′ 3 ″ / 7.7 m monohull sailboat designed by Joubert-Nivelt and built by Tanzer Industries Ltd. starting in 1986.

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)

A shallow draft version of the TANZER 25 was also available. Thanks to John Kriz for providing updated information. Shoal draft: 2.82’/.89m

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Baltimore bridge collapse

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Baltimore Key Bridge collapses after ship collision

By Helen Regan , Kathleen Magramo , Antoinette Radford, Alisha Ebrahimji , Maureen Chowdhury , Michelle Shen and Rachel Ramirez , CNN

Ship lights flickered and veered off course shortly before Baltimore bridge hit, CNN analysis shows   

From CNN’s Allegra Goodwin in London

The Singaporean-flagged cargo ship that struck the Francis Scott Key Bridge in Baltimore Tuesday altered course and veered toward a pillar shortly before impact, a CNN analysis of MarineTraffic ship-tracking data confirms.  

It’s unclear what caused the ship to crash into the bridge or why its lights were flickering. CNN has reached out to the National Transportation Safety Board to inquire about a possible power failure. 

The container ship DALI, which was en route to Colombo, Sri Lanka, begins to change course toward the bridge’s pillar at 1:26 a.m. local time, striking the bridge at 1:28 a.m. ET, according to MarineTraffic data and video from the scene. Video from 1:25 a.m. ET shows a plume of dark smoke billowing from the ship. DALI's lights flicker at least twice before the incident.  

In video, as it navigates down the Patapsco River, the ship’s lights can be seen going out at 1:24 a.m. ET, before turning back on, and then flickering off and on again between 1:26 a.m. ET and 1.27 a.m. ET, just before it hits the bridge.  

Maryland transportation secretary says contractors were working on bridge at time of collapse

From CNN's Antoinette Radford

Maryland State Transportation Secretary Paul Wiedefeld told reporters there were workers on the Francis Scott Key Bridge at the time of its collapse.

"We know there were individuals on the bridge at the time of the collapse, working on the bridge, contractors for us," he said at a news conference Tuesday morning.

Wiedefeld said the workers were "basically doing some concrete deck repair," but said they did not know how many vehicles were involved.

He added that the transport authority has set up a facility for family members of those who were believed to be on the bridge at the time of its collapse.

Baltimore fire chief: Sonar has detected the presence of vehicles submerged in the water

Baltimore Fire Chief James Wallace says authorities have detected vehicles submerged in the water.

“Our sonar has detected the presence of vehicles submerged in the water,” said Wallace at a news conference on the collapse of Francis Scott Key Bridge. “I don't have a count of that yet.”

He said emergency services are using sonar, drones and infrared technology as a part of their search for people and vehicles who may have fallen from the Key Bridge into the Patapsco River.

No indication of "terrorism" or intent in Baltimore bridge collapse, police chief says

From CNN’s Andy Rose

Baltimore Police said there was no evidence that the ship collision that caused the collapse of the Francis Scott Key Bridge was intentional.

“There is absolutely no indication that there's any terrorism, that this was done on purpose,” Chief Richard Worley said at a news conference.

The FBI  said  that it was joining the investigation into the cause of the collision.

Rescue crews have determined there are vehicles in the Patapsco River following the bridge collapse.

“Our sonar has detected the presence of vehicles submerged in the water,” said Fire Chief James Wallace. “I don't have a count of that yet.”

Wallace said they are waiting to make sure that the ship is secure and stable before investigators board it.

“Never would you think that you would see, physically see, the Key Bridge tumble down like that,” Mayor Brandon M. Scott said.

Cruises, cars and commodities: What to know about the Port of Baltimore

From CNN's Mark Thompson and Hanna Ziady

The collapse of the   Francis Scott Key Bridge over the Patapsco River outside the Port of Baltimore threatens to disrupt shipping operations at a major US trade hub for autos, container traffic and commodities. Baltimore also has a cruise terminal.

Closer to the Midwest than any other port on the East Coast, Baltimore ranks first in the United States for autos and light trucks, handling a record 850,000 vehicles last year. It was also the leading port for farming and construction machinery, as well as imported sugar and gypsum. It was second in the country for exporting coal.

Overall, Baltimore ranks as the 9th biggest US port for international cargo, handling a record 52.3 million tons, valued at $80.8 billion in 2023.

“The immediate focus is the rescue operation, but there will clearly be a highly-complex recovery phase and investigation to follow and we don't know what impact this will have on operations at the Port of Baltimore," said Emily Stausbøll, market analyst at Norway-based shipping analytics company Xeneta.

“While Baltimore is not one of the largest US East Coast ports, it still imports and exports more than one million containers each year so there is the potential for this to cause significant disruption to supply chains," she added.

Baltimore's cruise terminal serves ships operated by Royal Caribbean, Carnival and Norwegian. Cruises carrying more than 444,000 passengers departed from the port last year.

According to the Maryland state government, the port supports 15,330 direct jobs and 139,180 jobs in related services.

Rescue crews looking for at least seven people in Baltimore bridge collapse

Rescue operations are underway near the wreckage of the Francis Scott Key Bridge in Baltimore, as crews look for people who fell into the Patapsco River.

“We are still very much in an active search and rescue posture at this point, and we will continue to be for some time,” Wallace added.

Baltimore Fire says two people have been rescued from the river – one who was uninjured, and another in hospitalized “very serious condition.”

“This is an unthinkable tragedy,” Mayor Brandon Scott said. “We have to first and foremost pray for all of those impacted.”

Ship that collided with Baltimore bridge was chartered by Danish shipping company Maersk 

From CNN's Alex Stambaugh in Hong Kong

The container ship that collided with the Francis Scott Key Bridge in Baltimore on Tuesday was chartered by Maersk and carrying their customers' cargo, the Danish shipping company told CNN.

"We are horrified by what has happened in Baltimore, and our thoughts are with all of those affected," The company said in its statement.

The company, which has a full name of A.P. Moller - Maersk, said no company crew and personnel were onboard the vessel. It said the ship, DALI, is operated by charter vessel company Synergy Group. 

"We are closely following the investigations conducted by authorities and Synergy, and we will do our utmost to keep our customers informed," the statement said. 

CNN is attempting to contact the owner and managers of the ship, including Synergy.

FBI Baltimore on the scene at the Key Bridge

FBI Baltimore personnel are on the scene at the Francis Scott Key Bridge, they have said in a post on X.

The agency said it was working "side by side with our local, state and federal partners."

Baltimore fire emergency chief says 2 people saved from water after Key Bridge collapse

The Baltimore Fire Department Chief James Wallace says authorities rescued two people from the water this morning, one without injury and the other who has been transferred to hospital in a serious condition.

Authorities are continuing their search for upwards of seven people, Wallace says. But, he says that number could change as it is a "very large incident." Earlier on Tuesday, an official said as many as 20 people could be in the water.

Wallace added that the crew remains on board the ship, and are communicating with the US Coast Guard. He added that emergency services are looking into reports that there were workers on the bridge at the time of the incident.

Speaking at the press conference, Baltimore Mayor Brandon Scott also described the incident as an “unthinkable tragedy,” and offered his prayers for all those affected, as well as his thanks to first responders.

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