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AB Yachts starting build superyachts in the 2000’s, and accumulated experience on the 25+ yachts they delivered since then. They specialize in the construction of high performance superyacht, reaching over 30 knots, building yachts up to 145′ and 338GT. Whether you are an experienced owner or a newcomer in the industry, an AB Yacht is a solid buy.

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2023 AB 120'

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Florida, United States.

$ 19,995,000

2012 AB 116'

$ 7,995,000

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SILVER MAMA92' AB Yachts AB 92 2008

$ 1,999,000

Specifications

• Price USD: $ 1,999,000

Miami Beach, Florida, United States

Power yacht.

• LOA: 92 ft 0 in
• Display Length: 92 ft
• Beam: 21' 9"

Motor Yachts

• Water Capacity: 528 gals
• Fuel Capacity: 3170 gals
• Engine Details: Caterpillar C32
• Engine 1: None 2597.00 HRS 1825.00 HP
• Engine 2: None 2429.00 HRS 1825.00 HP
• Engine 3: None 2577.00 HRS 1825.00 HP
• Engine 4: 47000.00 HRS 0.00 HP
• Engine 5: 2272.00 HRS 0.00 HP
• Engine Fuel: Diesel
• Days on Market: INQUIRE

+ DESCRIPTION

With a sleek, cutting-edge exterior profile and impressive speed and efficiency, SILVER MAMA promises to take her guests to their dream destinations in style. The yacht is powered by three diesel Caterpillar engines and her shallow draft ensures she can access shallow areas and cruise close to the shorelines with ease. She showcases modern Italian styling that is both elegant and welcoming. Her 2017 refit brought many updates and upgrades, bringing SILVER MAMA back to as-new condition.

SILVER MAMA's chic and contemporary interior is spacious and functional for guests to enjoy time spent indoors. Her main salon features an L-shaped sofa and dining table. The windows that adorn the perimeter of the salon let in plenty of natural light and allow for front-row views of the cruising grounds. A large sliding door leads to the aft deck, where guests will find a generous dining alfresco dining table, oversized sun pads, and a retractable awning when shade is desired. SILVER MAMA's flybridge is an additional space for alfresco entertainment featuring two large sun pads, also covered by a retractable awning. The yacht's foredeck demonstrates her excellent use of space, featuring an oversized sun pad and a settee.

Eight guests are welcome in four cabins onboard SILVER MAMA. Her full-beam master suite is king-size with a vanity, a spacious closet, a settee, and an en-suite with a rain shower. Her additional cabins include a VIP with a walkaround queen berth and two twin staterooms. 

+ HIGHLIGHTS

NOTABLE FEATURES:

• MARAD WAIVER IN PLACE!!
• Fabulous flybridge
• Spacious saloon with dining area
• Great indoor/outdoor flow thanks to large doors onto the aft deck
• Plenty of sunbathing possibilities
• Fully equipped galley
• Comfortable and modern accommodation
• Great speed and performance

RECENT UPGRADES:

• New Tek decks
• Main engines and generator serviced
• Water Jets Serviced
• All new batteries

+ DIMENSIONS

• L.O.A.: 28.04m (92') 
• Builder: AB Yachts
• Exterior Designer: Studio Arnaboldi
• Year: 2008 
• Refit: 2017 
• Draft: 3'.9"
• Max Speed: 54 knots 
• Cruise Speed: 30-40 knots 
• Range: 250nm
• Engines: 3 x C-32 Caterpillars, 1825 hp EACH
• Engine Hours as of Nov 2023:  Port : 2,597 /  Center:  2,429 /  Stb:  2,577
• 2 x Cummins Generator.
• Generator Hours as of Nov 20232:  Forward : 4,700 /  Aft:  2,272  

+ GUEST ACCOMMODATION

Eight guests are welcome in four cabins onboard SILVER MAMA. Her full-beam master suite is king-size with a vanity, a spacious closet, a settee, and an en-suite with a rain shower. Her additional cabins include a VIP with a walkaround queen berth and two twin staterooms.  .

The staterooms include one large master suite, one VIP stateroom as well as two twin cabins. All accommodation has a TV and a stereo, as well as private ensuite bathrooms. The showers have glazed doors and fabulous teak flooring.

CABIN CONFIGURATION

+ RANGE & PERFORMANCE

Built with a composite hull and composite superstructure, with teak decks, she has impressive speed and incredible efficiency thanks to her planning hull.

Powered by 3 x diesel Caterpillar (C32) 1,825hp engines, she comfortably cruises at 45 knots and reaches a maximum speed of 54 knots.

Her low draft of 1.14m/3'9" makes her primed for accessing shallow areas and cruising close to the shorelines. Her water tanks store around 528 Gallons of fresh water. She was built to RINA (Registro Italiano Navale) classification society rules.

Not all boats listed online are listed with United, but we can work on your behalf. For more information on this vessel or to schedule a showing, please contact a United Yacht Sales broker by calling our main headquarters at (772) 463-3131.

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Tugboats left before ship reached Baltimore bridge. They might have saved it.

As investigators work to determine what caused the hulking Dali container ship to topple Baltimore’s Francis Scott Key bridge in a matter of seconds on Tuesday, maritime experts around the country are pointing to what could have stopped it.

These small but mighty vessels tow and push ever-larger ships through channels and help them when their propulsion systems – or lack thereof – cannot. They are standard equipment in ports worldwide and are especially useful to help ships with docking and undocking.

On Tuesday, a pair of tugboats operated by McAllister Towing and Transportation did just that, helping the Dali unmoor itself from the main terminal at the Port of Baltimore and orient the ship toward the open waters.

But they broke away before the massive ship navigated under the bridge , as is common practice. Minutes later, the Dali appeared to lose power and propulsion, sending the craft adrift and directly into one of the bridge’s support columns. The steel-truss bridge immediately collapsed into the frigid Patapsco River.

The accident is igniting debate over the proliferation of “megaships” that fuel today’s commercial transportation industry and whether port protocols have ramped up to safely accommodate them. Although the Dali is average-sized compared to many of these behemoths, the devastation it caused in Baltimore was formidable.

Live updates: Two bodies in Baltimore bridge collapse recovered; search for 4 others ends

Had the tugboats accompanied the ship all the way under the bridge, some experts said, they might have been able to stop, slow, or steer it away from danger.

Such a scenario should be standard operating procedure in all ports, said Capt. Ashok Pandey, a master mariner and associate professor of maritime business at the Massachusetts Maritime Academy. But he said the industry’s reliance on tugs has waned over the years as technological advancements gave many ships the ability to maneuver through channels independently.

Technology is great, Pandey said, until it fails.

“We went wrong by simply equipping ships with bow and stern thrusters that we use in lieu of tugs to maneuver in and out of the ports,” Pandey said. “When we are getting into ports like Baltimore, within a few miles of the bridge, that's too important an asset that we must think of protecting it by all means possible. And we can do that. We can easily do that.”

It may be rare for a ship to lose power at such a high-stakes moment, but it clearly does happen, and he said tugboats could have averted catastrophe.

Implementing such a practice would require a significant investment for U.S. ports, which either own and operate their own tugboats or contract out for tug services. Those costs are then rolled into the ports’ fees charged to shipping companies who use their facilities.

“There are a finite number of tugs, and 99.9% of the time there are no issues,” said Sal Mercogliano, a former merchant mariner and current maritime historian at Campbell University who also hosts a YouTube show called “What’s Going On With Shipping?”

“If the port required tug escorts in and out, then they would not be able to help other ships dock, and undock,” Mercogliano said. “It would need more tugs, and the question becomes, how much will this cost, and will it be passed on to the consumer?”

Because ports compete with each other for shipping business, he said, it’s unlikely that one port would mandate tug escorts unless all of the ports did it for fear of losing lucrative contracts. Shipping companies want the most efficient and cost-effective deal and will simply move to the next port if confronted with higher costs or longer waits.

Mercogliano said he’s not even sure tugboats would have been able to stop the Dali from hitting the bridge. When its power appeared to fail, the ship was going about 8 knots – roughly 9 mph – with a weight of over 100,000 tons.

“It would be like a Prius trying to move a Mack truck on the highway,” he said.

Realities of the container ship arms race

The Dali isn’t even big compared to other container ships hauling goods from port to port these days.

Over the past several decades, newly constructed ships have ballooned to gigantic proportions with load-carrying capacities that used to require five or six ships. The largest container vessel in the 1980s had a maximum capacity of 4,300 20-foot containers – otherwise referred to as TEUs, or 20-foot equivalent units – the standard unit of measurement for cargo capacity.

Today’s largest ship, the MSC Irina, has a capacity of 24,346 TEUs.

The Dali, by comparison, has a capacity of just under 10,000 TEUs, making it the typical “meat and potatoes of container ships,” said Kevin Calnan, assistant professor of marine transportation at California State University Maritime Academy.

Like most container ships, Calnan said, the Dali has one engine and one propeller. Its emergency diesel generator, standard in all such vessels, has enough power to keep key systems going – but not enough to restart the engine or provide propulsion.

In a video posted to social media, lights on the Dali shut off, then turned back on, then shut off again before the ship struck the bridge. Experts said that was likely the generator as it powered up the lights but not the engine.

It would have taken a second engine on board to fully power the ship and restore propulsion at that point. But Calnan said nobody in the commercial shipping industry is advocating for two engines because of their size and cost.

“Cargo is money, and companies want to maximize the amount of space they want to put cargo in, so to build a ship with a whole other engine would be taking up the space of, like, 150 containers on that ship,” he said. “Unfortunately, there’s not too much movement to require these ships to have two engines.”

Calnan, who has worked and sailed on numerous ships during his career, is among the experts who believe tugboats “definitely” could have stopped the Dali from hitting the bridge. He said he has been in similar situations where the power went out and “having tugs there basically saved the day.”

It may take a disaster for industry and ports to change

The bigger the boats and the more sophisticated the technology, the fewer the crew members on board. The Dali's crew is 22-strong.

In his 26 years sailing on commercial ships, Capt. Mike Campbell said he witnessed that shift to smaller crews as automation and electronics made it possible to do more with less when it came to docking, navigating and maintaining the engines.

“I had captains who would turn the radar off in the middle of the day because they didn't want to wear it out, and you'd just go off visual cues, take readings off lighthouses. Now everything is chips and boards,” he said. “And people are more dependent or reliant on it because they are more reliable.”

Campbell, now a professor at the Massachusetts Maritime Academy and master of the training ship Kennedy, said he’s also seen captains push to meet tight schedules, recalling a time when several other chemical carriers owned by competitors sailed out of the Port of Philadelphia into bad weather. His ship stayed put for three days, and arrived in Houston, safely, a day behind schedule. The other ships, he said, all had to sail to shipyards for repairs caused by the storm.

“I was fortunate that the people I sailed under, my mentors, they never worried about the schedule. It was always about the safe operation of the ship,” he said. “You don't want to push things.”

Mariners are always worried about their schedules now, Pandey said.

The shipping industry has become so highly competitive, with companies all vying for a slice of the business, that crews are more likely to leave port without containers than wait on a late shipment and risk falling behind. Ships typically go from port to port, spending anywhere from six to eight hours in each before moving on to the next.

He called it a race to nowhere in which everyone – from the ports to the shipping companies – is playing along.

U.S. ports have spent billions of dollars over the years adapting to the new reality – upgrading their facilities and dredging their channels deep enough to accommodate these massive ships. Some experts warn they could get even bigger in the future, possibly doubling in cargo capacity at some point.

Amid the race to compete for the revenue and jobs brought by these ever-larger ships, port authorities seem to have forgotten about protecting their critical infrastructure, according to Pandley, the former master mariner. He said Tuesday’s accident might be the wake-up call they need to do some real soul-searching.

USA TODAY reached out to the American Association of Port Authorities to ask its thoughts on requiring tug escorts or any other measures to avert the kind of disaster that happened in Baltimore, but a spokesman said nobody was immediately available to take those questions.

Unfortunately, experts said, it often takes a tragedy to improve an industry.

That’s what happened after the 1989 Exxon-Valdez oil spill in Alaska when the U.S. government required double-hull construction for all newly built oil tank ships and all oil tank barges in American waters. California passed a law in the aftermath of that disaster, requiring all oil tankers to have tug escorts in its ports and harbors.

“We have a saying that the laws are written in blood,” said Roland Rexha, international secretary-treasurer of the Marine Engineers’ Beneficial Association, the oldest maritime union in the United States.

“Knowing what we know now, could we have had tugs accompany the ship to the bridge? Sure. But what were the issues that caused the vessel to lose power in the first place?” he said. “There will be an investigation, and we’re hopeful that the lessons learned will lead to an active change in how things are operated.”

Baltimore bridge collapse: Everything we know about the disaster

Rescue teams are searching for survivors after the 1.6-mile long Francis Scott Key Bridge crashed into the Patapsco River at around 1.30am local time (5.30am UK time) on Tuesday.

Wednesday 27 March 2024 04:54, UK

A major bridge collapsed in the US city of Baltimore after it was hit by a 289m-long cargo ship.

Six people remain missing after two others were rescued from the water following the disaster in the early hours of Tuesday morning.

Here's everything we know about the incident so far.

What happened?

A large section of the 1.6 mile-long Francis Scott Key Bridge fell into the water after it was struck by a container ship, known as the Dali, at around 1.30am local time (5.30am UK time).

The vessel struck one of the bridge's supports, causing the whole structure to collapse, sending the road surface and steel beams crashing into the water.

Baltimore bridge latest: Follow live updates

The National Transportation Safety Board is leading the investigation into what happened, with its chair Jennifer Homendy saying at least six people are still missing.

Eight people were initially unaccounted for - with one described as being in a "very serious condition" in hospital. The other was not injured.

The six missing are believed to be part of a construction crew that was repairing potholes on the bridge, the Maryland Department of Transportation has said.

All 22 crew members on board the ship, including the two pilots, have been accounted for and there were no reports of injuries.

Read more: Biden promises to visit Baltimore 'as soon as possible' 'Huge implications' as collapse forces busy port to close Two possible causes for the catastrophe

What does the footage show?

Dramatic video shows the cargo vessel approaching the bridge before the structure collapses into the water.

Vehicles can be seen falling from the bridge.

An exact number has not been given, but Baltimore fire department's communications chief Kevin Cartwright said multiple vehicles were on the bridge when it was struck by the ship, one of which was the size of an HGV.

US president Joe Biden said in a news conference hours after the collapse that personnel on the ship were able to alert the Maryland Department of Transportation that they had lost control of their vessel.

Mr Biden added this "undoubtedly saved lives" at it meant local authorities were able to close the bridge before it was struck.

Please use Chrome browser for a more accessible video player

What happened in the moments before the crash?

CCTV and marine tracking data shows the container ship lost power for about 60 seconds about four minutes before it hit the bridge. It appeared to adjust its course and start smoking before impact.

According to the timings on the CCTV, the vessel hit the structure at 1.28:44am - with the bridge collapsing four seconds later.

The operators of the Dali cargo ship issued a mayday call that the vessel had lost power moments before the crash, but the ship still headed toward the bridge at "a very, very rapid speed", Maryland Governor Wes Moore said.

The ship was moving at eight knots, which is roughly 9mph, when it hit the structure, the governor said.

What do we know about the ship?

The Singapore-flagged container ship, known as Dali, was headed to Colombo in Sri Lanka at the time of the collision.

Synergy Marine Group, the company which manages the ship, said it hit the bridge while under the control of two pilots.

The firm said the exact cause of the incident was yet to be determined.

The Dali was previously involved in a minor incident when it hit a quay at the Port of Antwerp in Belgium in 2016, according to Vessel Finder and maritime accident site Shipwrecklog.

An inspection of the Dali last June at a port in Chile identified a problem with the ship's "propulsion and auxiliary machinery", according to Equasis, a shipping information system.

The deficiency involved gauges and thermometers, but the website's online records did not elaborate.

The most recent inspection listed for the Dali was conducted by the US Coast Guard in New York on 13 September 2023. The "standard examination" did not identify any deficiencies, according to the Equasis data.

What do we know about the bridge itself?

Last June, federal inspectors rated the 47-year-old bridge to be in fair condition. But the structure did not appear to have pier protection to withstand the crash, experts said.

"If a bridge pier without adequate protection is hit by a ship of this size, there is very little that the bridge could do," according to Virginia Tech engineering professor Roberto Leon.

Built in 1977 and referred to locally as the Key Bridge, it was named after the author of the American national anthem.

Keep up with all the latest news from the UK and around the world by following Sky News

What impact could this collision have?

All ship traffic into and out of the Port of Baltimore has been suspended until further notice, though the port remains open to trucks, Maryland Transportation Secretary Paul Wiedefeld said.

Last year, the port handled a record 52.3m tons of foreign cargo worth $80bn (£63bn), according to the state. In addition to cargo, more than 444,000 passengers cruised out of the port in 2023.

The port is a major east coast hub for shipping. The bridge spans the Patapsco River, which massive cargo ships use to reach the Chesapeake Bay and then the Atlantic Ocean.

The Dali was headed from Baltimore to Colombo, Sri Lanka, and flying under a Singapore flag, according to data from Marine Traffic.

President Biden said that he plans to travel to Baltimore "as quickly as I can" and that he expects the federal government to pick up the entire cost of rebuilding the bridge.

Has this ever happened before?

From 1960 to 2015, there were 35 major bridge collapses worldwide due to ship or barge collisions, with a total of 342 people killed, according to a 2018 report from the World Association for Waterborne Transport Infrastructure.

Eighteen of those collapses happened in the United States.

Among them were a 2002 incident in which a barge struck the Interstate 40 bridge over the Arkansas River at Webbers Falls, Oklahoma, sending vehicles plunging into the water. Fourteen people died and 11 were injured.

In 2001, a tugboat and barge struck the Queen Isabella Causeway in Port Isabel, Texas, causing a section of the bridge to tumble 80 feet into the bay below. Eight people were killed.

In 1993, barges being pushed by a towboat in dense fog hit and displaced the Big Bayou Canot railroad bridge near Mobile, Alabama.

Minutes later, an Amtrak train with 220 people onboard reached the displaced bridge and derailed, killing 47 people and injuring 103 others.

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AB 116 FOR SALE

Ab 116 price.

The AB 116’s are currently asking a price between €5,500,000 for a recent one and in the low €3,000,000 for slightly older vessel

ABOUT THE AB 116

The AB 116 is one of the most popular models of the AB Yard in Italy. The yachts started production in the 2000s. With an exterior from Marco Arnaboldi and an interior by Guido de Groot, the vessels come from the drawing boards of a very experienced team. Accommodating up to 10 guests taken care of by 6 crew members, the yachts are both performant and luxurious.

The main deck features a large swim platform aft, that is also used to launch the tenders. Their cockpits offer oversized sun pads as well as an alfresco dining table serviced by a wet bar. The bow features a private lounge ideal for intimate moments.

Inside the main salon offers plenty of lounging, ideal to entertain guests and relax in the utmost luxurious setting. Forward you will find the helm station where the operations will be handled. A lounge can also be found on the lower deck, which can be used as a media room. The full-beam master suite is located amidship, offering the owners the utmost comfort while resting.

They can reach a top speed of 40 knots while they cruise at 38 knots. These incredible performances can be carried on for 400nm.

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If there are no brokerage yachts available on the market, you can get in touch with our brokers to find an off market one or build a new one. 

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Chris Baraniuk

Why the Baltimore Bridge Collapsed So Quickly

Just shy of half past 1 in the morning, the MV Dali , a giant container ship, was sailing gently out of the port of Baltimore when something went terribly wrong. Suddenly, lights all over the 300-meter-long vessel went out. They flicked on again a moment later, but the ship then began to veer to the right, toward one of the massive pylon-like supports on the Francis Scott Key truss bridge—a huge mass of steel and concrete that spans the Patapsco River.

The Dali ’s lights went out a second time. Then the impact came. The ship plowed into the support, with large sections of the bridge’s main truss section instantly snapping apart and falling into the river. It took just 20 seconds or so for the structure to come down.

Now, a major US port is in disarray, and several people who were working on the bridge at the time of its collapse are missing. A rescue operation is underway. President Biden has called the disaster a “terrible accident.” Ship traffic is currently stuck on either side of the crash site, and a major roadway through Baltimore has been cut off.

“It’s a dreadful tragedy and something you hope never to see,” says David Knight, a bridge expert and specialist adviser to the UK’s Institution of Civil Engineers. But commenting on footage of the bridge collapse , he says he is not surprised by the manner in which it crumpled.

Large steel structures may seem invulnerable, but steel, explains Knight, is relatively lightweight for its size. As soon as it is pushed or pulled the wrong way with enough force, it can fold like paper. In this case, the Francis Scott Key Bridge was a “continuous,” or unjointed, bridge that had a 366-meter-long central truss section. (Truss bridges use steel beams, arranged in triangular shapes, to support their load.) The central truss was made up of three horizontal stretches, known as spans, with two sets of supports holding these above the water. It was the third-largest structure of its kind in the world.

Will Knight

Aarian Marshall

“When you take a support away, there is very little in the way of robustness,” says Knight. “It will drag down, as we saw, all three spans.” The separate approach spans remain standing. There is nothing in Knight’s view that immediately suggests any structural problem with the bridge. An engineering firm, Hardesty & Hanover, confirmed to WIRED that it performed an inspection of the bridge in 2019, and that other inspections have been carried out since, but did not provide any additional details on the state of the structure. WIRED has approached H&H for further comment. In June last year, the US Federal Highway Administration rated the condition of the bridge as satisfactory .

The immense force of the container ship impact should not be underestimated, adds Knight. Such vessels require a lot of power and time—perhaps many minutes—to come to a complete stop. The Francis Scott Key Bridge was completed in 1977. In more recent decades, bridge engineers have commonly incorporated defenses to reduce the potential damage by ship strikes when bridges are erected in similar locations, Knight says. These include hydraulic barriers and additional concrete around the base of bridge supports, for instance. However, even with such fortifications in place, heavy strikes can still cause devastating damage.

It is not clear why lights turned off and on again on the Dali , a Singapore-flagged ship built in 2015. “That is an indication of a massive problem,” says Salvatore Mercogliano, a maritime historian at Campbell University in North Carolina and a YouTuber who has analyzed the crash .

At the time of the accident, two pilots—mariners who board a ship to help it navigate particular stretches of water, including in and out of ports—from Baltimore were on board. The Dali was broadcasting its position publicly via the automatic identification system (AIS) and was traveling at a speed of over 8.5 knots. It then slowed to around 6 knots in the moments before the crash, according to AIS data .

Both pilots and all crew members on the Dali are accounted for. There are no reports of injuries, the ship’s management company, Synergy Group, said in a statement on March 26.

ABC News reports that the crew of the vessel made a desperate mayday call in an attempt to warn transport officials that the crash was about to occur. A report from the Cybersecurity and Infrastructure Security Agency, seen by ABC, says the Dali “lost propulsion” and that the crew were aware they had “lost control” of the ship. Maryland governor Wes Moore told reporters that , thanks to the mayday call, officials were able to stem the flow of traffic over the bridge, an intervention that he says “saved lives.”

Mercogliano says it is very difficult for ships of this size to make rapid adjustments to their trajectories. Video footage shows a sudden outpouring of smoke from the vessel’s stack, indicating a change in engine activity of some kind. What is particularly disturbing is that, in this case, the vessel ends up plowing straight into one of the key supports for the bridge, clearly off course. No information as to why this happened has become public.

Photographs of the aftermath show the bow of the ship pinned beneath fallen sections of the bridge . The anchor chain is visible, meaning that at some point the anchor was dropped, though it is not certain whether this happened before or after impact. The chain appears to be at an angle, however, which Mercogliano says could be a sign that it was dropped shortly before the crash and dragged for a brief time.

Lawyer James Turner of Quadrant Chambers in London specializes in, among other things, ship collisions. He says that there would have been no automated systems on board a merchant ship of this kind able to prevent the impact. Information from radar, AIS, and visual observations would have been available to the crew, however.

But data-collecting systems may now reveal exactly what happened. As on airplanes, commercial ships have data and audio recorders on the bridge, which are often a key source of information for investigators post-incident. “The master will hit a button and that ensures that the last two hours of audio recording are preserved, as well as all the data from the various parts of the ship, like the engine and steering and so on,” explains Turner. “That can be downloaded and queried.”

He adds that estimates of the ship’s speed at the time of the incident as recorded by AIS are likely “99.99 percent accurate.”

For now, the focus of responders will be on locating survivors from the fallen bridge. Two people have been rescued, one of whom is in the hospital. Six construction workers remain missing .

The disaster has come at a difficult time for shipping, with drought afflicting the Panama Canal and Houthi attacks striking multiple vessels in the Red Sea in recent months. Somali piracy is on the rise again , also. The grounding of the Ever Given in the Suez Canal is very much still within recent memory—it occurred a mere three years ago.

The Port of Baltimore insists in a statement that it has not been shut down—road vehicles are still operating within the port—however, all ship traffic in and out is suspended until further notice. AIS data reveals around a dozen commercial vessels at anchor outside the port, their entry now blocked by the stricken bridge and the Dali . It will take some time for the US Army Corps of Engineers to remove the steel pieces of the bridge, which present a significant threat to passing vessels, from the river.

“Whatever ships are in the port are now stuck,” says Mercogliano, who notes that Baltimore is an important port in terms of car deliveries and coal exports.

Overall, he argues, maritime operations are extremely safe today, though the volume and velocity of trade mean that when things go wrong it can be especially serious.

“We move goods a lot faster than ever before, and there’s very little margin for error,” he says. “When there is a mistake, the mistakes tend to be very large.”

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Boat tragedy victim Alan Bottrill remembered as 'adventurer' after 'megawave' claims three lives

Family members of one of the men who died after a boat capsized near Port Lincoln late on Monday have paid tribute to the "adventurer who loved fishing".

Alan Leslie Bottrill, 71, was among three people who died when their boat was swamped by a wave off South Australia's Eyre Peninsula around 4pm on Monday .

His body and the bodies of the two other victims, Paul Eckert and his son Tom, were retrieved from the water on Tuesday.

Another of Paul's sons, Flinders University sleep expert Professor Danny Eckert, and Danny's 12-year-old son survived by clinging to a reef off Spilsby Island, 45 kilometres east of Port Lincoln, where they were found about 2am on Tuesday.

In a statement released on Wednesday, Mr Bottrill's wife Pamela and children Rónán and Amélie expressed their grief.

"Alan was 71 years old and still very much an adventurer who loved fishing, golfing and travelling with friends and family," they said in the statement.

"He leaves behind a wife, two children and two grandchildren who will miss him very much."

The family extended a "heartfelt thanks" to everyone involved in the search efforts including police, who "did a wonderful job", and the "community that has gathered around to support and care for our family".

"Our most heartfelt thoughts are with the families of everybody affected by this tragedy," Mr Bottrill's family said.

Ms Bottrill told ABC News she understood a "megawave" had struck the 6.2-metre fishing boat, and that there had been no time to activate new safety gear which had recently been installed.

She said her husband was an experienced fisher who had twice battled cancer and "never" thought he would have been killed fishing.

Survivors battled 'daunting' seas

Police began searching for the missing boat after family members raised the alarm about 8:30pm on Monday when the vessel failed to return from a fishing trip.

A police helicopter located the upturned fishing boat about 2am on Tuesday.

It was brought back to shore aboard commercial fishing vessel Delamere.

SA Police's Superintendent Paul Bahr told ABC Eyre Peninsula the duo who survived had to contend with a 1.5-metre swell as they clung to the reef.

"Because they were at a reef, they would have had the odd breaker breaking onto that reef so I think it would have been pretty daunting," he said.

"I think they are incredibly lucky and it speaks a lot about their own resilience that they managed to hang on."

He said the search – which included "selfless" efforts from local fishing vessels, the P&O cruise ship Pacific Explorer and a cargo ship – was assisted by teams on land.

"A lot of the search is guided by people remote from the actual search area who are running algorithms across drift patterns and swell patterns and tides to determine where debris and individuals may float and drift as the days go on," he said.

"There's a lot of work goes into ensuring that we put a bit of intelligence into this and make sure that our searches are concentrating in the right areas and that's where we get this sort of result."

Superintendent Bahr said the involvement of local fishing vessels in the search had been "critical".

"Port Lincoln is remote from the rest of the state and so we are very self-reliant. We are reliant on the good will of volunteers to help us and we are fortunate that we have such a large fishing fleet here," he said.

"The crews like the Delamere were pretty selfless in the support they gave us."

He urged anyone planning a fishing trip to ensure they have working and up-to-date safety equipment, and ensure everyone aboard knows how to use it.

He said a report would be prepared for the coroner.

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What we know about Baltimore’s Francis Scott Key Bridge collapse

The Francis Scott Key Bridge in Baltimore collapsed early Tuesday after being hit by a cargo ship, with large parts of the bridge falling into the Patapsco River.

At least eight people fell into the water, members of a construction crew working on the bridge at the time, officials said. Two were rescued, one uninjured and one in serious condition, and two bodies were recovered on Wednesday. The remaining four are presumed dead. The workers are believed to be the only victims in the disaster.

Here’s what we know so far.

Baltimore bridge collapse

How it happened: Baltimore’s Francis Scott Key Bridge collapsed after being hit by a cargo ship . 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 have recovered the bodies of two construction workers , officials said. They were fathers, husbands and hard workers . A mayday call from the ship prompted first responders to shut down traffic on the four-lane bridge, saving lives.

Economic impact: The collapse of the bridge severed ocean links to the Port of Baltimore, which provides about 20,000 jobs to the area . See how the collapse will disrupt the supply of cars, coal and other goods .

Rebuilding: The bridge, built in the 1970s , will probably take years and cost hundreds of millions of dollars to rebuild , experts said.

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