five mast yacht

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• Royal Clipper

The largest full-rigged sailing ship in the world

Inspired by the legendary Tall Ship, Preussen, the new Royal Clipper has the proud distinction of being the largest and only five-masted sailing ship built since her predecessor was launched at the beginning of the last century. With her complement of 42 sails, Royal Clipper is a splendid sight to behold. You might think she was an apparition from the grand age of sail, but Royal Clipper is as new as tomorrow. She boasts state-of-the-art navigation systems and all the comforts of today.

For connoisseurs of sail cruising, the 439 foot Royal Clipper offers the ultimate sea-going experience, balancing the grandeur, adventure and tradition of sailing with the superb service, amenities and accommodations of the finest modern yachts. Royal Clipper carries just 227 guests in luxurious style.

A full 18,940 square feet of open deck and three swimming pools create a wonderfully spacious and expansive outdoor environment. Find your secret hideaway on one of the hidden balconies on either side of the bow.

Climb the mast (with safety harness provided) to one of the passenger look-out "crow's-nests", thoughtfully furnished with comfortable settee, where you'll have the grandest view of all! Royal Clipper's interior spaces are just as dazzling. They include a 3-deck atrium that funnels sunlight into the elegantly-appointed dining room, where you'll enjoy deliciously prepared cuisine and a no-tie dress code.

A convenient marina platform lowers from the stern for watersports and diving. The ultimate unique Royal Clipper experience, the one-of-a-kind Captain Nemo Lounge, is the site of our spa and health club, which features underwater glass portholes!

Royal Clipper Technical Data

• Tonnage: 5000
• Length: 439 ft
• Beam: 54 ft
• Draft: 18.5 ft
• Sail Area: 56,000 sq ft
• Mast Height: 197 ft
• Number Of Crew: 106
• Passenger Capacity: 227
• Masts: 5 masts, 42 sails

Royal Clipper Sail Plan

Royal clipper deck plans.

Clipper Deck

Commodore Deck

Royal Clipper Cabin Layouts

Deluxe suite with veranda.

Deluxe Outside Suite with Private Verandah, Double/Twin Beds, Sitting Area, Minibar, Marble Bathroom with Whirlpool, Room Service and air conditioning.

Category 2 - 5 Stateroom

Outside cabin, Double/Twin/Triple Beds, Marble Bathroom with Shower/WC

Category 6 Stateroom

Inside cabin, Double/Twin/Triple Beds, Marble Bathroom with Shower/WC

Royal Clipper Virtual Tour

Royal clipper itinerary, royal clipper photo gallery.

Star Clipper Ships

• Star Clipper

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Yachting World

• Digital Edition

M5 exclusive pictures: Ron Holland, an airplane and the largest ever sloop

• Alexandra Groom
• October 11, 2023

Exclusive pictures of M5, the largest single-mast sailing yacht in the world, getting ready for an ocean crossing with a seaplane on her stern.

The incredible M5 (ex-Mirabella V) is about to embark on a Pacific crossing, and seen here with her designer and naval architect Ron Holland.

Photo: Ron Holland

This 77.6-metre underwent an extensive two year refit at Pendennis in 2012 which saw three metres added to her stern, as well as the removal and re-stepping of her groundbreaking rig. This extra space has enabled her new owners to keep a private Carbon Cub sea plane on her stern.

Built at VT Shipbuilding and launched in 2003, she is the largest single-mast superyacht ever built, with an astonishing 90m mast. What was at the time considered to be a very daring yacht is now seen as one of the most iconic and recognised superyachts of the 21st Century.

She accommodates up to 14 guests across seven cabins and has 15 crew, as well as plenty of entertaining space not often seen on typical sailing yachts.

Originally published on SuperYachtWorld.com on April 16, 2015

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Mirabella V: Stretching the Limits

• By Barry Pickthall
• Updated: October 4, 2007

Everything about Mirabella V is BIG.

At 246 feet LOA, she is the largest composite- structured yacht in the world. Her carbon five-spreader rig stands 292 feet high-the tallest mast. Everything about this 740-ton mammoth of the seas is massive-including her charter fee of $250,000 a week.

This megayacht, built by VT Shipbuilding in England at a cost of approximately $50 million, was designed by Ron Holland, but she is very much the brain-child of her American owner, Joseph V. Vittoria, formerly CEO of Avis Rent-A-Car System Inc. He already owns two 40-meter yachts, Mirabella and Mirabella III , and was driven to add to this fleet by the strong desire to develop the ultimate in status symbols. Why did he decide to push existing rig technology to new limits for a cruising yacht, with all the risks that this may encompass? “Very simple, Vittoria replied with a smile. “Someone was going to do it, so why not me? The challenge has been to build the biggest rig in the world.

Now that she has been launched, Guinness World Records will need an additional page to include all the superlatives about this boat. The hull weighs in at a mere 85 tons and draws a little more than 6 feet, but that is without her 150-ton lifting keel, which gives her a maximum draft of 33 feet. Her structure encloses 80 tons of insulation, six luxurious double cabins for guests and a host of less welcome additions determined by the MCA and other organizations that regulate the construction of large yachts slated for the charter trade. These organizations have re-written their rule books for composite superyachts around this project.

“These rules have diluted many of the weight advantages of building in composite”, said Ron Holland. He pointed to the MCA’s insistence that all doors and frames within the yacht have to be made of steel. “We understand their concerns for a fire on board, but unlike powered yachts of this size with their multiple decks, Mirabella ‘s guests and crew have only one floor to climb out on deck.”

“Everything within the boat, including the composite construction, is all made from fire-retardant materials”, Vittoria added. “We think many of these new rules are over-zealous.”

The practicalities are that if a fire takes hold in the galley, for instance, the heat will not even penetrate to the other side of the bulkheads for an hour at least, and should have been put out long before by the yacht’s pressurized fine-spray sprinkler system. Another safety feature: There are no naked flames for the chef to flambé anything. The giant cooktop on which he prepares meals for 12 guests and 13 crew operates on energy induction, so the elements remain cool to the touch and only transfer heat to special magnetic pans.

This design has really pushed the industry to new levels of sophistication in her rig. Mirabella ‘s reacher sets a record as the world’s largest sail-20,450 square feet (the equivalent of almost three tennis courts). Existing sailcloth, including the famed Cuben Fiber, proved too fragile, so Doyle Sailmakers worked with Warwick Mills to develop a special Vectran cloth specifically to meet the challenge. The furling system controlling this sail tips the scales at 3.3 tons, but this is dwarfed by the main headstay furler, which weighs a hefty 5.4 tons. Sheet sizes were another limiting factor to be overcome. No ropes on the market could cope with the loadings on the sails, so Gleistein Ropes developed a buoyant 12-strand 34-millimeter rope to provide a 110-ton safety margin. “That left us having to re-design all the winches and deck blocks to cope with the potential loading, Holland said.

Among the most innovative aspects of this megayacht is her mainsail. Weighing 1.4 tons, it was too heavy to be lifted onto the boat in one piece, so Doyle designed a clever seven-section segmented sail, in which six compression-sprung full-length battens act like curtain rods to link one loop-edged segment with the next. Because of its weight, final assembly had to take place when the sail was bent onto the rig, but should one panel require repair, this can be taken off the yacht with relative ease, leaving the rest of the sail in place.

And the cost of these sails? “Well, I’ve already told my skipper that delivery trips will be made under power. It will be cheaper to replace Mirabella ‘s two engines than to think of buying new sails”, Vittoria jokes.

This project began to form in Vittoria’s mind five years ago, but he says that his wife, Luciana, who manages the family’s charter fleet and strongly influenced Mirabella ‘s interior design and styling, vetoed everything he came up with. In the end, Vittoria called Ron Holland, whom he’d first met in 1974 when he bought one of the designer’s race boats. “He came around to our house with four drawings and asked the family to vote on them”, Vittoria said. “My three sons and I voted for the most racy-looking design. My wife and daughter chose the final design with the dark blue line along the coachroof…. I’ve got used to it now.”

The design began as a 60-meter yacht, and simply grew as the project developed. Holland and Vittoria chose VT Shipbuilding (formerly Vosper Thornycroft), because it specializes in very large composite structures. “They build 65-meter minesweepers here so they had the expertise in composite engineering, and they think big”, Vittoria explained.

Ron Holland’s Vision

Prior to Mirabella ‘s launch, we had the opportunity to sit down with her designer, Ron Holland, for a little technical talk, and came away with a deeper understanding of just how groundbreaking this yacht is, and what a design and engineering challenge she had been. Holland said the first design discussions took place in 1999, and it seems that was none too early, for there was a great deal of detailed engineering to do before construction ever started.

Very little on Mirabella is off the shelf, from the top of her mast, whose height prevents her passage through the Panama Canal, to the tips of her twin rudders, designed as a pair to get enough surface area for steering without excessive draft. The main boom is 90 feet long and big enough to allow the sail to drop into it for storage, dimensions which qualify it for superyacht status on its own. The intermediate booms-what Holland calls “mega-battens”-are bigger than many masts.

In order to carry the anticipated 40-ton loads, the running sheets had to be designed for 110 tons breaking strength and still be pliable enough for self-stowing. Once that hurdle was overcome, then the custom winches could be designed, and only then, finally, the deck layout.

Mirabella is the first composite yacht to achieve MCA 500-ton certification, and is the largest composite structure ever to be classed by Det Norske Veritas. Because her parameters exceeded all the published rules, design calculations had to be done from scratch, entirely by “proof of concept,” and approvals gained by negotiation with the regulators.

Finally, there were the many little things not ordinarily in a yacht designer’s brief. As an example, custom watchmaker Arnold & Son is handmaking Mirabella watches, one model for the charterer and a different one for his guests. The design, of course, required input from Holland and his approval of the finished product.

-Dudley Dawson

Initial sailing trials saw Mirabella sailing upwind at 8 knots in 14 knots of apparent wind. “It took a bit of time to get her up to speed, but once in the groove, she sails very easily”, Vittoria reported. Holland predicts that she will reach 20 knots broad reaching in a good breeze, but Mrs. Vittoria, who has a dislike for sailing at any sort of angle, has insisted on a safety system that pays out the sheets automatically whenever the yacht exceeds 20 degrees of heel.

What do you get for $250,000 a week? Apart from the six-star accommodations and a crew who among them speak five languages, the yacht has two swimming pools sunk into the foredeck, one filled with sea water, the other doubling as a freshwater Jacuzzi. Then there is the giant open-air movie theatre on the main deck and an entertainment and barbecue area aft. The stern garage houses a 29-foot Hinckley launch, personal watercraft and diving equipment, but the pièce de résistance is a ride in the three-man crow’s nest that whisks you at elevator speed, 200 feet up the mast.

The toughest task during this three-year project was,”convincing the wife”, Joe Vittoria said emphatically.

How Big is Mirabella V ?

Compared to a J-Class yacht, above, the scale of Mirabella V is obvious. Just consider the size of the mast. At 290-feet, and taller with antennas and instruments, she can not fit under the Golden Gate Bridge, which stands 220 feet above the water. A Hudson River cruise is off limits since she will not make it under the Verrazano Narrows bridge either.

The mast is more than half the size of the 555-foot Washington Monument, one of the tallest masonry structures in the world, and would reach to about the 24th floor of the Empire State Building. It supports nearly 40,000 square feet of sail, or nearly an acre. That’s canvas, not grass. From the keel tip to the top of the mast, she measures 328 feet.

Mirabella ‘s mast isn’t the only item that will drop jaws. Consider that the keel alone weighs nearly as much as 100 SUVS! And the hull has so much volume that you could drop in several double-decker buses. That’s big.

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M5 (ex Mirabella V) restyled by Pendennis Shipyard

M5 's stern was remodeled at the  pendennis shipyard in falmouth, uk and completed her sail trials successful..

M5 was originally built in 2004 as Mirabella V . Until she is still the largest sloop with over 75 meters (length of the hull) and an almost 90 meters long mast.

Designed and manufactured by Carbo-Link with OYS making the fittings, the 34 new carbon fiber stays, and titanium fittings with built-in dynamic fiber optics have decreased the weight of the rig by 18 tons. The sail trials not only established the M5 ‘s potential speed but tested the new system and balance of the yacht under sail for the first time. During several hours on the water with challenging sea conditions, the remodeled boat performed well, reaching 17.7 knots in 18-23 knots of wind.

The project, due to be completed over the next month, has seen a collaboration between Pendennis and the original designer Ron Holland , to achieve the Owners idea of extending the stern by 3m which has created a new sleeker profile providing an impressive aft deck area. During the refit, Pendennis has completed extensive engineering works and the interiors have been redesigned by UK company Redman Whiteley Dixon .

M5 carries now a water plane on aft deck

Stepping the huge mast

Close to the wind when she was MIRABELLA V

Main Specifications of Sailing Yacht M5

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NOT FOR CHARTER *

This Yacht is not for Charter*

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M5 (ex: Mirabella V)

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M5 yacht NOT for charter*

75m  /  246'1 | vosper thornycroft | 2004 / 2020.

Owner & Guests

Cabin Configuration

• Previous Yacht

Special Features:

• Impressive 3,455nm range
• State-of-the-art cinema
• DNV (Det Norske Veritas) classification
• Sleeps 12 overnight

The 75m/246'1" sail yacht 'M5' (ex. Mirabella V) was built by Vosper Thornycroft in the United Kingdom at their Southampton shipyard. Her interior is styled by design house Ron Holland Design and she was completed in 2004. This luxury vessel's exterior design is the work of Ron Holland Design and she was last refitted in 2020.

Guest Accommodation

M5 has been designed to comfortably accommodate up to 12 guests in 6 suites. She is also capable of carrying up to 14 crew onboard to ensure a relaxed luxury yacht experience.

Onboard Comfort & Entertainment

Her features include a movie theatre, sauna, gym, deck jacuzzi, WiFi and air conditioning.

Range & Performance

M5 is built with a GRP hull and GRP superstructure, with teak decks. Powered by twin diesel MTU (12V2000M70) 1,080hp engines, she comfortably cruises at 14 knots, reaches a maximum speed of 13 knots with a range of up to 3,455 nautical miles from her 60,000 litre fuel tanks at 11 knots. Her water tanks store around 31,000 Litres of fresh water. She was built to DNV (Det Norske Veritas) classification society rules, and is MCA Compliant.

*Charter M5 Sail Yacht

Sail yacht M5 is currently not believed to be available for private Charter. To view similar yachts for charter , or contact your Yacht Charter Broker for information about renting a luxury charter yacht.

M5 Yacht Owner, Captain or marketing company

'Yacht Charter Fleet' is a free information service, if your yacht is available for charter please contact us with details and photos and we will update our records.

M5 Awards & Nominations

• The World Superyacht Awards 2020 Best Refitted Yacht Nomination

NOTE to U.S. Customs & Border Protection

Specification

S/Y M5

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The world’s largest 89m mast of the 75.2m superyacht M5 (ex Mirabella V) removed

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Written by Zuzana Bednarova

The 75.2m sailing yacht M5 (ex Mirabella V) has been de-stepped in advance of her docking down in Pendennis Shipyard for her substantial 13 month refit, following her one-month stay in Falmouth. Situated at A & P Falmouth’s Queen’s Wharf, a perfect site for an operation of this scale, the 40-man mast lifting team was prepared at 4:45am Friday morning to detach the impressive 89m mast, finishing by mid afternoon.

Destepping of the world’s largest mast (89m)

Many statistics are quoted around the luxury yacht M5, the world’s largest sailing sloop, but these mainly involve the space onboard. The process of removing her rig in advance of her refit is impressive in its own right. The 45 tonnes mast required a total of four cranes to coordinate the lift, including use of one of the UK ’s tallest cranes. It took 16 Lorries to deliver these massive pieces of equipment to Falmouth . The largest crane with a boom length of 104m (that’s twice the length of Nelson’s column) lifted the mast itself, with two further cranes supporting the forestays with an additional crane required for the tail of the mast. Local company Macsalvors provided two of these and further coordinated the hire of two specialist cranes from Ainscough.

The central tower of Truro Cathedral is shorter than the superyacht M5’s mast at only 76m (250feet) tall, so one can imagine the logistical issues of handling a mast of this size and weight. Pendennis has been working closely with Marine Results, who were responsible for the original mast and rig installation when the yacht was built in 2004. Ed Danby from Marine Results explained that teamwork has been essential throughout “We have used our prior experience of this enormous rig to work alongside Pendennis’ expert in-house project team, with the support of many local riggers, to carefully plan and execute the issues surrounding timing, tide, equipment, and weather impact on this complex procedure. Unstepping the rig is no small job. To give you an idea of the size of the job, when we remove the boom vang, this alone is 9.5m long, weighs 900 kg and is capable of pulling 112 tonnes.”

Ron Holland design megayacht M5 - Bow

Although it was essential that less than 12knots of wind was present during the lift, in Cornwall and the sheltered bay of Falmouth, we are fortunate in that weather windows occur consistently with rotating settled patterns, unlike the Mediterranean yards which often face consistent spells of high breeze. Luckily the wind cooperated with very still conditions on the day enabling the team to execute the procedure seamlessly. This is testament to the expert knowledge of all companies involved and the world class facilities available in Falmouth to undertake a procedure of this type.

Stephen Hills, Director of Pendennis Plus, the arm of Pendennis responsible for 60m+ projects, commented: “We are fortunate in Falmouth to have a fantastic network of experts and facilities that are able to support an operation of this scale. We are extremely grateful for the facilities and support offered by A & P Falmouth whilst we prepared m5 to commence work at Pendennis. The team of local riggers that supported Marine Results thought the day demonstrated that the local skill set is as strong and professional as anywhere in the world. All companies involved, have worked professionally together to ensure that the detailed planning of the de-stepping of m5’s mast occurred without issue and on schedule. We now look forward to commencing the full refit following her docking down at Pendennis this weekend.”

Further Information

Technical Specifications of the luxury sailing yacht M5 (ex Mirabella V) :

Built: VT Shipbuilding, England, 2004 Refit Yard: Pendennis Length: 75.2 m (247 ft) Beam: 14.82 m (48.6 ft) Height: 88.5 m (290 ft) Draught: 10m (33 ft) Structure: GRP (Composite) Displacement: 740 tonnes

Mast de-stepping Partners: Pendennis Marine Results A&P Falmouth Macsalvors Ainscough

Project Partners Refit Shipyard: Pendennis Plus Project Manger: Tyrone Harvey Naval Architect: Ron Holland Interior Design: Redman Whiteley Dixon Structural Fabrication: Green Marine/High Modulus Owners Rep: Capt. Rocka Romke

Please contact CharterWorld - the luxury yacht charter specialist - for more on superyacht news item "The world’s largest 89m mast of the 75.2m superyacht M5 (ex Mirabella V) removed".

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The Mediterranean

The World´s Largest Sailing Yacht M5 (ex MIRABELLA V) arrives at Pendennis for a one-year refit

Refit of the 75m superyacht M5 (ex Mirabella V) at Pendennis well underway

Successful sea trials for Ron Holland-designed mega yacht M5

Sailing yacht M5 (ex Mirabella V) leaves Pendennis after comprehensive refit

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One Problem With Making Bridges Stronger? Ships Getting Bigger.

Experts have long pondered the question of improving protections, and several bridges have undergone adjustments. But the size of today’s vessels leads to immense challenges.

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By David W. Chen and Mike Baker

• March 28, 2024

As larger and faster container ships began to chug up the Delaware River in recent years, transportation officials feared the prospect of one going astray that would lead to a repeat, or worse, of what happened in 1969 , when a tanker struck the Delaware Memorial Bridge and caused significant damage.

So last year, work began on a $93 million project to build eight massive cylinders that would stand guard in front of the bridge’s piers in order to protect a system that carries tens of thousands of vehicles a day.

“The tankers and cargo ships of 1950 aren’t the tankers and cargo ships of today,” said James Salmon, a spokesman for the Delaware River and Bay Authority.

The collapse of the Francis Scott Key Bridge in Baltimore after a cargo ship nearly three football fields long crashed into it, claiming the lives of six people, has prompted questions about whether similar disasters could happen elsewhere.

But the work on the Delaware Memorial Bridge reflects the fact that some transportation and maritime experts have been mulling the hazards of new cargo ships squeezing under decades-old bridges for some time. The problem is that there are no easy answers, in part because ships just keep getting bigger.

Michael Rubino, a retired chief harbor pilot for the Port of Los Angeles, said the air drafts — the distance between the water to the highest point on a vessel — of some newer ships have gotten so big that some vessels need to fold down their antennae and masts to squeeze under a bridge.

“People don’t realize how massive these ships are,” he said.

Joseph Ahlstrom, a professor at SUNY Maritime College, a ship captain and a commissioner for the New York State pilot’s board, said that commercial ships have gotten so big in recent years that they are much more likely to do damage to infrastructure such as bridges.

“It’s going to do a number on them,” he said of a modern ship and the hazard it poses to a bridge like the one in Baltimore. “It’s going to bring it down, which it did.”

Many transportation officials say drawing parallels to the Key Bridge is difficult because what happened in Baltimore appeared to be such an unusual event — a confluence of factors at the worst possible time. As the ship, the Dali, hurtled through the harbor without a tugboat connected to it, it experienced a “complete blackout” and lost control, then struck a pier that had small protective barriers.

The situation with the Key Bridge is “unique,” said Jim Tymon, executive director of the American Association of State Highway and Transportation Officials, which represents state transportation departments. “This is not something that we can really draw a comparison to.”

Even so, officials with the National Transportation Safety Board said Wednesday that they were not only examining the protection system around the Key Bridge, but also seeking records about the protections around other bridges in Maryland.

Stray ships have long been viewed as a risk to bridges, particularly after a freighter slammed into the Sunshine Skyway Bridge in Tampa Bay in 1980, killing 35 people.

After that disaster, officials in Maryland acknowledged that the Key Bridge, which opened in 1977, could be knocked down by a direct hit. But they said that the concrete barriers that had been installed in the river were intended to deflect or slow an out-of-control vessel.

The final contact might therefore be just a “glancing blow,” John Snyder, the director of engineering for the state Toll Facilities Administration, told The Baltimore Sun at the time.

As part of the rebuild in Tampa Bay, officials prioritized protection against a future disaster. They built a network of large concrete islands, called dolphins, that could absorb the impact of an out-of-control vessel. Since then, officials around the country have increasingly focused on strategies to enhance shields around bridges.

“Some modern bridges around the world, especially after the 1980 Tampa incident, have been designed with different features to mitigate impacts and protect their piers,” Pete Buttigieg, the U.S. transportation secretary, said on Wednesday. “Right now, I think there’s a lot of debate taking place among the engineering community about whether any of those features could have had any role in a situation like this.”

Efforts to enhance bridges are frequently slowed because of the many state and federal governmental entities involved, the often glacial pace of funding and the construction time required for such large-scale projects. Still, some places have seen results.

In Minnesota, a boat pushing 12 barges rammed into a Union Pacific railroad bridge near St. Paul in 2017, damaging a century-old pier. A protection system was subsequently built around the new pier.

In New York, the Bayonne Bridge was raised by 64 feet — or roughly seven stacked shipping containers — in 2019 to accommodate increasingly larger vessels calling at the container ports in New Jersey and Staten Island.

In Long Beach, Calif., the new Gerald Desmond Bridge was raised by 50 feet in 2020.

And in New Orleans, officials have installed a sophisticated oceanographic system , courtesy of the National Oceanic and Atmospheric Administration, to broadcast the vertical clearance to boats approaching two bridges to avoid collisions. The technology will soon be installed at five more bridges along the Mississippi River, and “we actually got notice of funding availability on Monday morning,” said Matt Gresham, the chief of governmental relations for the Port of New Orleans.

In Delaware, officials wanted the bridge to be able to withstand modern vessels, so they came up with a design that could handle ships even larger than the Dali. It was funded in part by the federal government.

The final product will include eight cylindrical islands, each 80 feet in diameter, strengthened by 540 tons of steel and filled with tens of thousands of cubic yards of sand, stone and boulders. The pilings will be buried 45 feet deep in the river bed.

But even if solutions like the one in Delaware are applied, the work is not over.

Hyun-Joong Kim, an assistant professor of civil engineering at Liberty University who has studied dolphin protection systems around bridges, said the vulnerabilities around bridges need to be reviewed regularly to ensure that protection systems — many of which were installed decades ago — are able to handle modern threats.

“If they see much bigger ships are coming back and forth, maybe they need to revisit the risk assessment,” he said.

Michael Forsythe contributed reporting.

David W. Chen reports on state legislatures, state level policymaking and the political forces behind them. More about David W. Chen

Mike Baker is a national reporter for The Times, based in Seattle. More about Mike Baker

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Six presumed dead after cargo ship crash levels Baltimore bridge

BALTIMORE — A major Baltimore bridge collapsed like a house of cards early Tuesday after it was struck by a container ship, sending six people to their deaths in the dark waters below, and closing one of the country’s busiest ports.

By nightfall, the desperate search for six people who were working on the bridge and vanished when it fell apart had become a grim search for bodies.

“We do not believe that we’re going to find any of these individuals still alive,” Coast Guard Rear Admiral Shannon N. Gilreath said.

Jeffrey Pritzker, executive vice president of Brawner Builders, said earlier that one of his workers had survived. He did not release their names.

Up until then, Maryland Gov. Wes Moore had held out hope that the missing people might be found even as law enforcement warned that the frigid water and the fact that there had been no sign of them since 1:30 a.m. when the ship struck Francis Scott Key Bridge.

Moore expressed heartbreak after officials suspended the search for survivors.

"Our heart goes out to the families," he said. "I can’t imagine how painful today has been for these families, how painful these hours have been have been for these families."

It was a crushing blow to the loved ones of the missing men, who had waited for hours at a Royal Farms convenience store near the entrance of the bridge for word of their fate. 

Follow live updates on the Baltimore bridge collapse

The tragic chain of events began early Tuesday when the cargo ship Dali notified authorities that it had lost power and issued a mayday moments before the 984-foot vessel slammed into a bridge support at a speed of 8 knots, which is about 9 mph.

Moore declared a state of emergency while rescue crews using sonar detected at least five vehicles in the frigid 50-foot-deep water: three passenger cars, a cement truck and another vehicle of some kind. Authorities do not believe anyone was inside the vehicles.

Investigators quickly concluded that it was an accident and not an act of terrorism.

Ship was involved in another collision

Earlier, two people were rescued from the water, Baltimore Fire Chief James Wallace said. One was in good condition and refused treatment, he said. The other was seriously injured and was being treated in a trauma center.

Moore said other drivers might have been in the water had it not been for those who, upon hearing the mayday, blocked off the bridge and kept other vehicles from crossing.

“These people are heroes,” Moore said. “They saved lives.”

Nearly eight years ago, the Dali was involved in an accident. In July 2016, it struck a quay at the Port of Antwerp-Bruges in Belgium, damaging the quay.

The nautical commission investigated the accident, but the details of the inquiry were not immediately clear Tuesday.

The Dali is operated and managed by Synergy Group. In a statement, the company said that two port pilots were at the helm during Tuesday's crash and that all 22 crew members onboard were accounted for.

The Dali was chartered by the Danish shipping giant Maersk, which said it would have no choice but to send its ships to other nearby ports with the Port of Baltimore closed.

The bridge, which is about a mile and a half long and carries Interstate 695 over the Patapsco River southeast of Baltimore, was "fully up to code," Moore said.

National Transportation Safety Board Chairwoman Jennifer Homendy said that her agency will lead the investigation and that a data recorder on the ship could provide more information.

"But right now we're focusing on the people, on the families," she said. "The rest can wait."

President Joe Biden vowed to rebuild the bridge and send federal funds.

"This is going to take some time," the president warned. "The people of Baltimore can count on us though to stick with them, at every step of the way, till the port is reopened and the bridge is rebuilt."

Speaking in Baltimore, Transportation Secretary Pete Buttigieg echoed the president's promise.

"This is no ordinary bridge," he said. "This is one of the cathedrals of American infrastructure."

But Buttigieg warned that replacing the bridge and reopening the port will take time and money and that it could affect supply chains.

The Port of Baltimore, the 11th largest in the U.S., is the busiest port for car imports and exports, handling more than 750,000 vehicles in 2023 alone, according to data from the Maryland Port Administration.

Writer David Simon, a champion of Baltimore who set his TV crime drama "The Wire" on the streets of the city he once covered as a reporter, warned online that the people who will suffer the most are those whose livelihoods depend on the port.

"Thinking first of the people on the bridge," Simon posted on X . "But the mind wanders to a port city strangling. All the people who rely on ships in and out."

Timeline of crash

Dramatic video captured the moment at 1:28 a.m. Tuesday when the Dali struck a support and sent the bridge tumbling into the water. A livestream showed cars and trucks on the bridge just before the strike. The ship did not sink, and its lights remained on.

Investigators said in a timeline that the Dali's lights suddenly shut off four minutes earlier before they came back on and that then, at 1:25 a.m. dark black smoke began billowing from the ship's chimney.

A minute later, at 1:26 a.m., the ship appeared to turn. And in the minutes before it slammed into the support, the lights flickered again.

Maryland Transportation Secretary Paul Wiedefeld said the workers on the bridge were repairing concrete ducts when the ship crashed into the structure.

At least seven workers were pouring concrete to fix potholes on the roadway on the bridge directly above where the ship hit, said James Krutzfeldt, a foreman.

Earlier, the Coast Guard said it had received a report that a “motor vessel made impact with the bridge” and confirmed it was the Dali, a containership sailing under a Singaporean flag that was heading for Sri Lanka.

Bobby Haines, who lives in Dundalk in Baltimore County, said he felt the impact of the bridge collapse from his house nearby.

"I woke up at 1:30 this morning and my house shook, and I was freaking out," he said. "I thought it was an earthquake, and to find out it was a bridge is really, really scary."

Families of bridge workers wait for updates

Earlier in the day, relatives of the construction crew waited for updates on their loved ones.

Marian Del Carmen Castellon told Telemundo her husband, Miguel Luna, 49, was working on the bridge.

“They only tell us that we have to wait and that they can’t give us information,” she said.

Castellon said she was "devastated, devastated because our heart is broken, because we don’t know how they have been rescued yet. We are just waiting for the news."

Luna's co-worker Jesús Campos said he felt crushed, too.

“It hurts my heart to see what is happening. We are human beings, and they are my folks,” he said.

Campos told The Baltimore Banner that the missing men are from El Salvador, Guatemala, Honduras and Mexico.

Active search and rescue ends

The Coast Guard said it was suspending the active search-and-rescue effort at 7:30 p.m. Tuesday.

"Coast Guard’s not going away, none of our partners are going away, but we’re just going to transition into a different phase," Gilreath said at a news conference.

Maryland State Police Superintendent Roland L. Butler, Jr., said it was moving to a recovery operation. Changing conditions have made it dangerous for divers, he said. 

Butler pledged to "do our very best to recover those six missing people," but the conditions are difficult.

"If we look at how challenging it is at a simple motor vehicle crash to extract an individual, I'm sure we can all imagine how much harder it is to do it in inclement weather, when it's cold, under the water, with very limited to no visibility," he said.

"There's a tremendous amount of debris in the water," which can include sharp metal and other hazards, and that could take time, Butler said.

'A long road in front of us'

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

The bridge is more than 8,500 feet long, or 1.6 miles. Its main section spans 1,200 feet, and it was one of the longest continuous truss bridges in the world upon its completion, according to the National Steel Bridge Alliance .

About 31,000 vehicles a day use the bridge, which equals 11.3 million vehicles per year, according to the Maryland Transportation Authority.

The river and the Port of Baltimore are both key to the shipping industry on the East Coast, generating more than $3.3 billion a year and directly employing more than 15,000 people.

Asked what people in Baltimore can expect going forward, the state's transportation secretary said it is too early to tell.

"Obviously we reached out to a number of engineering companies, so obviously we have a long road in front of us," Wiedefeld said.

Julia Jester reported from Baltimore, Patrick Smith from London, Corky Siemaszko from New York and Phil Helsel from Los Angeles.

Julia Jester is a producer for NBC News based in Washington, D.C.

Patrick Smith is a London-based editor and reporter for NBC News Digital.

Phil Helsel is a reporter for NBC News.

Corky Siemaszko is a senior reporter for NBC News Digital.

Watch CBS News

Largest cocaine shipment of the year seized in Colombian Caribbean after high-speed boat chase

By Stephen Smith

Updated on: March 27, 2024 / 7:27 AM EDT / CBS News

Authorities have announced the largest cocaine shipment  seizure of the year in the Caribbean Sea off Colombia after military ships and planes chased down a speedboat holding almost four tons of the drug.

In a joint operation between the Colombian Navy, the Colombian Air Force and the Joint Interagency Task Force of the United States Southern Command, authorities seized the cocaine — said to be worth more than $113 million — from the vessel near San Andrés Isla,  according to  the Colombian Navy. The navy released dramatic aerial video of the chase, during which it said the crew of the suspicious vessel "began evasive actions, throwing packages into the water."

After a chase that spanned several miles, the boat — which was covering its cargo in a blue tarp — was finally intercepted, the officials said. Three Colombians, one Honduran and one Venezuelan who had been on board the speedboat were detained, and subsequent testing confirmed that the boat had been carrying 3,355 kilograms of cocaine weighing, or about 3.7 tons of the drug.

🚨 En una operación junto a la @FuerzaAereaCol y JIATFS de EEUU 🇺🇲 logramos incautar más de 3.3 toneladas de clorhidrato de cocaína que eran transportadas en una embarcación tipo Go fast en #SanAndrés Isla. 🚨 https://t.co/sOjRPdHVAF ⬅️ #ContundenciaOperacional pic.twitter.com/UoSdcSDdMH — Armada de Colombia (@ArmadaColombia) March 26, 2024

Navy video showed officers offloading and arranging hundreds of packages of the seized cocaine, which officials said amounted to more than eight million doses that would "not reach the streets of different countries, thus avoiding the impact on public health."

The drugs, boat and five suspects were turned over to the Attorney General's Office, the navy said.

The Colombia-U.S. operation in the Caribbean Sea came just days after officials announced that a British warship and an American patrol aircraft had  chased down a speedboat as its crew tried to flee and dump another cargo of drugs into the water near the U.S. Virgin Islands.  About three tons of cocaine and other drugs were seized, the U.K.'s Ministry of Defense said.

Drug busts off the shores of Colombia are also common.

Just last month, authorities on a search-and-rescue mission for two missing fishermen off Colombia's Pacific coast instead found a semi-submersible vessel  loaded with more than four tons of cocaine, officials said. The so-called  "narco sub"  was intercepted during a joint operation by the Colombian and Ecuadorian navies and the Colombian Air Force, the Colombian Navy said.

Colombia  produces  about 60% of the cocaine found in the world. 

Stephen Smith is a senior editor for CBSNews.com.

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Three people found dead, two survive after fishing boat capsizes near Port Lincoln

Three people are now confirmed to have died after a fishing boat with five people onboard capsized near Port Lincoln on South Australia's Eyre Peninsula late on Monday afternoon.

At 6:30am on Tuesday, police found a body in the water, then another at 9am, before a third was discovered at 2:15pm.

The boat overturned overnight around Spilsby Island, 45 kilometres east of Port Lincoln in the Spencer Gulf.

Two survivors — a 44-year-old man and a 13-year-old boy, both from the Adelaide suburb of Torrens Park — were found on a reef and winched to safety in the early hours of Tuesday morning.

The surviving pair were taken to hospital where they are being treated for non-life-threatening injuries including hypothermia.

Police were told by the pair that the boat was capsized by a wave at about 4pm on Monday.

Family raised the alarm at about 8:30pm on Monday when the boat failed to return from a fishing trip that morning.

Superintendent Paul Bahr said investigations into the circumstances that surrounded the incident would continue.

"They were fishing near Spilsby Island when they were swamped by a wave, overturning the boat and throwing everyone into the water," Superintendent Bahr said. 

"We're still talking to the survivors, so we're still trying to put that picture together in terms of how they ended up on the reef away from the boat."

He said a police helicopter located the upturned fishing boat at about 2am on Tuesday.

"The boat itself has also been recovered and it's making its way back to Port Lincoln and that will be offloaded later today," he said. 

"It will be subject to further forensic examination and also any examination the coroner may require."

Aerial and ocean searches underway on Tuesday have now concluded. 

In a statement, SAPOL said it will prepare a report for the coroner. 

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17 reported hurt after river cruise ship hits a concrete passageway on the Danube in Austria

Seventeen passengers were hurt when a Bulgarian river cruise ship lost steering and hit the sides of a lock on the Danube in Austria, the apa news agency reported Saturday. Eleven of the injured were taken to hospitals.

The ship with 142 passengers aboard, most of them from Germany, temporarily lost power to its electronics system and became unsteerable as it passed through narrow locks at 9:45 p.m. Friday, apa reported.

The ship’s power was restored but not before the bow and stern struck the concrete sides of the lock passage near the town of Aschach, a few miles upriver from Linz.

The ship sustained minor damage and continued to its next port. The cause of the loss of electrical power was under investigation.