yacht generator fuel consumption

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Yachts and Fuel – How Much do they Really Consume?

Fuel is one of many annual running costs of a yacht. Not only does the yacht need fuel for cruising; the generators require it to keep the vessel running while at anchor and underway. As well as this, many of the water sports toys require it too.

Some yachts cross the Atlantic Ocean twice a year between the Mediterranean and Caribbean while others embark on world cruises. That equates to a lot of fuel.

So How Much Do They Really Consume?

According to the Yachting Pages, the longest Superyacht in the world, 180m M/Y Azzam, holds 1,000,000 litres of fuel. To put it into perspective, that is the equivalent of filling a regular hatchback car 23,800 times. Or, six Boeing 747 commercial airliners.

West Nautical’s Vessel Manager, Tony Hildrew, a former Yacht Chief Engineer said:

“Fuel is the single biggest expense when it comes to yacht operations, it is estimated that the global spend on fuel is around $150bn annually however this shouldn’t put you off, there are a number of ways to ensure your fuel consumption doesn’t get out of hand. Implementing a Ships Energy Efficiency Management Plan or SEEMP for short is a great way to keep fuel costs down without compromising on your cruising experience.”

Each yacht will consume fuel differently for a number of reasons. It could be the size and make of the engines. Or, how often the yacht is using generators. As well as the number of tenders and water sports toys on board that require fuel. For example, if the yacht is out at anchor and running on generators 90% of the time, the fuel consumption will be much higher than a yacht that is in a marina at night and connected to shore power and water.

Another factor that will affect fuel consumption is the yacht’s itinerary. This is because the sea conditions will impact how much fuel the engines consume.

How Is Consumption Measured?

You will be able to input the start and ending points of your cruise on the map. This will automatically update the distance table. The next step is to enter the speed, fuel consumption and cost of fuel per litre to determine the cost of the trip.

Here is an example: A fast 30m yacht cruising at 20 knots will consume roughly 400 – 500 litres depending on the engine type. This would equate to the total consumption of 2500 litres for a distance of 100 nautical miles.

Another example is, a 70m yacht looking to travel 100 nautical miles with the engines burning 1000 litres per hour would add up to a total consumption of 8335L for that passage. Depending on where the yacht bunkered, the estimated cost with the price per litre being on the low end at €0.90 per litre would cost a total of €7501.50. An example of a 100 nautical mile passage would take you from Saint Tropez to The North Coast of Corsica.

How Much Does It Cost?

Fuel prices fluctuate depending on which country you bunker in and some places you bunker offer tax free fuel such a Gibraltar and Montenegro. Fuel prices can vary but typically costs between €0.80 and €1.30 per litre.

Yacht charter, sales and management company West Nautical added:

“Fuel costs should be at the top of any yacht owner and captain’s minds for two reasons: to minimise costs as well as reduce the environmental impact of burning unnecessary fuel. The superyacht charter market, more than most other markets, relies on pristine waters for their guests to enjoy their holiday. If the oceans in popular charter destinations are not maintained, it will decrease the demand for yacht charter and therefore the revenue for owners.” “If you are looking for expertise in operational management and engineering in order to plan a SEEMP, West Nautical would be delighted to assist.”

About West Nautical

West Nautical sell, charter and manage superyachts from their head office in Newcastle upon Tyne. The business currently employs a team of 21 staff throughout their offices based in the UK, Russia, France and Cyprus.

  Since their inception over 25 years ago, West Nautical have become recognised as one of the most respected, trusted, knowledgeable and accountable professional services firms in yachting – largely due to their relentless determination to act in our clients’ best interests. Their approach and attitude is transparent, refreshing and focused on providing value-added services delivered simply, elegantly and affordably. 

Visit West Nautical’s website here: https://westnautical.com

For Media enquiries please contact  sarah.mackenzie@westnautical.com

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Generators and Your Boat: Sizing, What Kind, How to Choose

Choosing the right generator size for your boat is crucial for ensuring you have the power needed to run your appliances and equipment while also keeping noise and fuel consumption to a minimum. In this article, we will discuss how to calculate your boat’s power requirements, the differences between generators and inverters, various types of generators, and their pros and cons. As a boat owner for 10 years and a cuddy cabin owner for 5, I know how essential it is to find the perfect generator for your needs.

How Many Watts Will I Be Using on My Boat?

To determine the appropriate size of the generator for your boat, you first need to calculate your boat’s total power requirements. Make a list of all the appliances and electronics on your boat, along with their wattage requirements. Keep in mind that the starting wattage for motors (such as those found in refrigerators, freezers, or air conditioners) can be several times higher than the running wattage.

How to Properly Size a Generator for Your Boat

Once you have calculated your boat’s total wattage requirements, it is recommended to size up by at least 50% to accommodate spikes in power demand caused by compressors and pumps with larger startup watts. This will help ensure that your generator can handle the load without constantly tripping breakers or wearing out quickly.

Generator vs. Pure Sine Wave Inverter

Inverters convert the DC power from your boat’s batteries into AC power and are compact and quiet but limited in output by the size of your battery bank and the alternator’s ability to keep up with the draw. Inverter-generator systems offer the best of both worlds, allowing you to use the inverter for lower power demands and switch to the generator for higher power requirements.

Generator Types

There are several factors to consider when choosing a generator for your boat, including whether it is portable or an installed marine generator, conventional or inverter, and gas or diesel-powered. The type of generator you choose will depend on your boat’s specific needs and requirements.

Portable vs. Installed:

Conventional vs. Inverter Generators:

Gas vs. Diesel:

How Do I Power My Boat with a Portable Generator?

You have two primary options for powering the electrical gear and lights onboard: extension cords or a “pig tail” shore power adapter.

Extension Cords: This is the more cumbersome way of powering things but it’s straightforward. You place the generator in a safe location and run extension cords to the thing that you need to plug in. You then take the cord from that device and plug it into the extension cord. This will word for certain things in and on the boat, but not everything, as some things are hardwired like lights.

“Pig Tail” Shore Power Adapter: With this method, you take an adapter (like this , seen on Amazon) that plugs into the 15amp outlet on your generator and plug the other end into the shore power inlet on your boat. Your generator is now running everything onboard as if you were connected to shore power. Of course, you can only power what your generator is rated for, so ration the power accordingly by only turning things on that the generator can handle, and doing so in the order that is best as far as taking into account the starting watts of certain devices.

Of course, regardless of what method you use, it is best to consult with a local marine expert in your area and run through your game plan of how you plan on powering your boat.

Will a Honda EU2200i or EU2000i Inverter Generator Power My Boat’s Air Conditioning?

While Honda makes a fantastic generator and the quality is top notch, you may find it difficult or impossible to successfully power your boat’s air conditioner depending on its size. For more on air conditioning options in boats , you can check out my article here.

The Honda inverter generators, along with many other inverter generators (which tend to be lower in output than their conventional generator counterparts), can easily handle the running watts of many air conditioners.

The issue is with the starting watts, which can be an additional 5-10x what the running watts are. So, a 5,000 BTU air conditioner with 480 running watts may have an additional 2,400-4,800 watts added on top just to turn on. A 2,000 watt inverter generator is not going to be able to handle that.

I have recommended generator options at the end of this article and if you need to power an air conditioning unit, I would highly recommend going with the higher output inverter generator models and then doing very careful research on the max (peak) output of these generators and the power requirements of your particular air conditioner.

Are Marine Generators Air Cooled or Water Cooled?

Marine generators are typically water-cooled. They can use one of three types of cooling systems: raw water, heat exchanger, or keel cooled . Air-cooled generators are less common in marine environments due to the higher cooling efficiency and corrosion resistance offered by water-cooled systems.

Does Saltwater Affect the Water Cooled System of a Marine Generator?

Saltwater can affect the water-cooled system of a marine generator. Saltwater is highly corrosive, and when it circulates through a generator’s cooling system, it can cause corrosion and buildup within the system components. This is especially true for raw water cooling systems, where the saltwater comes into direct contact with the engine’s cooling components.

Heat exchanger systems reduce the risk of corrosion by separating the saltwater from the engine’s closed freshwater cooling system. In these systems, the saltwater only comes into contact with the heat exchanger, which is designed to be more resistant to corrosion. However, regular maintenance is still essential to prevent any issues from saltwater exposure.

Keel cooled systems offer the most protection against saltwater corrosion since they use a completely sealed freshwater cooling system with no direct contact between the saltwater and the generator’s cooling components. Instead, the coolant circulates through a cooling grid located on the bottom of the boat, called a keel cooler.

Saltwater vs. Freshwater Considerations

Selecting a generator that is designed for marine use will help ensure it is suitable for the challenges posed by the corrosive nature of the saltwater environment. Look for generators with corrosion-resistant materials and components, as well as a robust cooling system.

I highly recommend reading forums and reviews for any generator that you plan on purchasing for a boat, especially marine generators!

Are Generators Frowned Upon (Bad Boating Etiquette)

Using a generator on the water or while at a dock can be a source of annoyance for fellow boaters due to the noise pollution it generates. Sound travels more efficiently on water, causing the noise from generators to carry farther and be more audible to those around you. This can disrupt the peaceful atmosphere that many boaters seek when out on the water.

To minimize noise pollution and maintain good relations with your fellow boaters, it is advisable to use shore power whenever possible when you are docked. Shore power provides a quiet, stable source of electricity and eliminates the need to run a noisy generator, making it a more considerate choice for powering your boat when in a marina or docked alongside other boats.

If shore power is not available, consider using your boat’s battery power for your electrical needs, especially for shorter periods or when you only require low power consumption. This alternative is not only quieter, but it also conserves fuel and reduces the wear and tear on your generator.

Investing in a quiet, high-quality inverter generator or adding soundproofing measures, such as sound enclosures or insulation, can also help reduce noise levels if you must use a generator while on the water or at a dock. However, using shore power or relying on your boat’s battery system whenever possible remains the best way to be a considerate boater and maintain a peaceful environment for everyone to enjoy.

Generator Safety

Generator safety is critical, particularly when it comes to ventilation. Ensure your generator is installed in a well-ventilated area, especially if it is located near sleeping quarters. Carbon monoxide poisoning is a serious risk, so proper ventilation is crucial. Always have a carbon monoxide detector in the sleeping quarters!

Recommended Spare Parts and Tools for your Generator

Keeping essential spare parts and tools on hand will help ensure that you can perform routine maintenance and address any issues that may arise with your generator. Some recommended items to have on hand include spark plugs, filters, oil, spare gasoline, screwdrivers, and a ratchet and socket set.

Recommended Generators

If you’re not looking for a permanently installed marine generator, then for a portable option the inverter generators are typically quieter than conventional generators, making them a popular choice for boat owners who want to minimize noise pollution on the water.

As a boat owner, I prefer inverter generators because they are quieter, and noise travels far on the water. I’ve used and repaired all 3 generator brands below and trust them all. Honda would be the best as far as quality, but the watts for their inverter generators max out at 2,200. WEN offers a wider range, as does Champion. Some recommended inverter generators include:

• Honda EU2200i
• WEN 56380i Super Quiet 3800-Watt Inverter Generator
• WEN 56235i Super Quiet 2350-Watt Portable Inverter Generator
• Champion Power Equipment 200986 4500-Watt Portable Inverter Generator

Be sure to research and compare various inverter generators to find the best one that meets your boat’s power requirements and preferences.

Final Takeaways

By taking the time to carefully consider your boat’s power needs and the various options available, you can find the perfect generator to keep your boat running smoothly and efficiently.

Remember to factor in not only the power requirements of your appliances and electronics but also the benefits and drawbacks of different types of generators, inverters, and fuel sources. With the right generator in place, you can enjoy your time on the water without worrying about power issues or disruptions.

Happy boating!

Robert Van Nuck

Robert lives in central Michigan and enjoys running, woodworking, fixing up small engines, and getting out on the water with family, of course! He is also the owner and author of homebatterybank.com.

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How to Choose a Marine Generator

• By Jim Hendricks
• Updated: May 25, 2012

Today’s sport-fishing boats brim with power-hungry electrical equipment, from air conditioning to audio systems, spreader lights to live-bait pumps, refrigerators to radars and microwaves to water makers.

Supplying enough current for all of these accessories can pose a challenge, particularly on extended trips to fish remote waters with few marinas and no shore power. One option is to run the main engines to keep power flowing to the AC/DC system. Yet fumes, vibration, noise and fuel consumption render this practice annoying, especially on anchor or tied to the dock.

A quiet-running marine generator offers a more pleasing solution. Whether you’re adding, upgrading or ordering a new boat, consider these factors when choosing among the many brands and models of gensets. ** Space Constraints** If adding a genset, think about location. Generators go below deck, often in the engine room or an aft compartment. Determine how easily you can access the space for installation and maintenance, as well as how the new unit will affect weight distribution.

For tight spaces, look at compact gensets. The gasoline-powered 3.5SBCG from Westerbeke (www.westerbeke.com), for example, measures about 28-by-17-by-15 inches and weighs just 188 pounds. The diesel-powered 4200 from Fischer Panda (www.fischerpanda.com) is about 20.5-by-14.6-by-20.5 inches and weighs 230 pounds.

On boats less than 30 feet in length, fitting in a genset could prove impossible. In these cases, a portable marine generator might be your only option.

Fuel of Choice For convenience, choose a genset that operates on the same fuel as your boat. For example, with gasoline inboards, select a gasoline genset so you can tap the main tank. There is one possible exception. On an outboard fishing boat, which runs on gas, it’s sometimes wise to have a diesel generator. Outboard boats rarely feature ventilation for below-deck compartments. Diesel (less volatile than gas) is safer to use in such enclosed spaces. You’ll need a separate diesel tank, so account for that when evaluating available space. If adding a genset, you’ll also need to customize a system to usher air to the generator.

Most large sport-fishing boats usually have diesel inboards, so a diesel generator makes the most sense. Whether you choose gas or diesel, a separate canister-style fuel filter — like those from Racor (www.parker.com/racorproducts) ­— helps ensure delivery of clean, water-free fuel to the genset.

Output Options Marine generators are rated by kilowatt output — from as little as 3.5 kW to as much as 200 kW. To determine the right model, add up the power needs for the accessories you plan to run. Then select a genset with about 20 percent more output than your total requirement.

Resist thinking that more is better. A genset running at insufficient load leads to carbon buildup and other complications. On the other hand, don’t run all of your accessories at once. A genset operates best when carrying 35 percent to 70 percent of its rated load.

Installation Details Gensets are water cooled, so when adding a unit plan on installing a water intake with a strainer to keep debris from clogging the cooling system. Also, you’ll need plumbing for cooling water to exit overboard.

As mentioned, gensets need air. For instance, the yacht-size NL1066H diesel generator from Northern Lights (www.northern-lights.com) requires 1,500 cubic feet per minute at peak output. Yet gensets also need exhaust systems. If adding a unit to your boat, plan on having a separate exhaust rather than sharing the engines’ exhaust system.

Most gensets come with remote ignition switches and basic gauges for installation above deck — usually near the helm or in a cabin — and a second control panel on or near the genset.

Quiet and Clean Thanks to insulating shields, isolation mounts, mufflers and underwater exhaust, marine generators are quieter than ever. How quiet? The QD (Quiet Diesel) 60 genset from Cummins Onan (cummins​onan​.com) generates just 66 decibels at a meter away. That’s about the same as a four-stroke outboard at 1,000 rpm when recorded at the helm.

Carbon monoxide (CO) is a concern, especially with gas generators. Yet companies such as Kohler (www.kohler.com) and Westerbeke now make low-CO gasoline generators with lower emissions. The Kohler Low CO models feature self-monitoring systems that shut down the generator if CO builds to dangerous levels.

As the electrical demands of today’s sport-fishing boats grow, so too does the need for a convenient way to keep the current flowing. Today’s gensets deliver, whether at the dock or far from the marina.

Does the sound of marine generators spook fish? To read what leading charter captains have to say on the subject, visit www.sportfishingmag.com/gensets .

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Measuring your Yacht Fuel Consumption per Hour

Oct 10, 2019

less than a min

How to measure your yacht fuel consumption per hour

Yachts are quite similar to other vehicles in the sense that they work through fuel. Similarly to any other vehicle, it is important to calculate the yacht fuel consumption per hour before you plan a trip or before you purchase a vessel. Fuel consumption is also a good comparison base between boats. Whether before going on a trip, or buying a yacht, you need to have all the facts straight and know how much money you are going to invest not only at once upon purchase but also periodically.

There are different factors in the fuel consumption of a yacht. For example, if you use a generator or if you stay at anchor instead of docking, the fuel consumption will be increased . The itinerary will change fuel consumption as well. Sea is different than roads and the conditions in a sea change more dramatically than on land, which also impacts fuel consumption.

Fuel consumption for boats is measured in gallons per hour . The efficiency of boat fuel is measured in pounds of fuel that are used in an hour per horsepower. In order to be able to read the calculation right, any boat owner should know that gasoline is almost 6.1 pounds per gallon while diesel is 7.2 pounds per gallon .

Usually, if you consider that all sea conditions are pristine, the fuel consumption of a normal diesel engine is 0.4 pounds per hour for each unit of horsepower.

How to calculate yacht fuel consumption

Calculating it by hand is complicated, which is why many people choose to use online calculators . The way it works is it allows you to put down certain parameters that calculate the fuel consumption. These parameters include route , units of measurement and engine power .

Lastly , what most people are interested in is actually the cost of fuel consumption per hour. So the last parameter to include is the current price of fuel . Marine websites usually include this price up to date.

Another step that people have taken is develop a boat fuel consumption chart for their own boat and find the average in a month.

Alternatively, there is a formula that calculates the maximum fuel consumption of the engine which is:

GPH = (specific fuel consumption x HP) / The specific weight of fuel

This formula determines the fuel consumption when the engine is at full speed . If the speed is decreased then the fuel consumption is decreased as well. Basically, what you need to do is include the horsepower rate of the boat and you multiply it by the specific fuel consumption average and you divide that product by the weight of the fuel.

If you want to compare your boats GPH with other boats than you can use TheBoatDB database. If you already have a boat you can register for free and compare it with other boats within the database.

These are simple methods to calculate fuel consumption, however for a precise one you would have to know all the specifics of your boat and put the parameters through the calculator.

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How superyacht diesel electric power systems work

Diesel-electric power has powered ships and submarines for nearly a century. Today, it is the subject of more discussions between owners, captains, designers and builders as a cleaner, more efficient source of on-board power and propulsion. It has been hyped as a possible ‘greener’ way forward, but is it?

What it is and how it works

When Rudolph Diesel obtained the patent for his 1.58kW Rational Heat Engine with its 10ft diameter flywheel in 1892, he never could have predicted that what came to be called the diesel engine would be as popular as it is today. Nor could he have foreseen the many uses to which the engine has been put. He might, however, recognise the diesel-electric drive train.

Such a system, quite crude by today’s standards, was installed in 1903 in the Russian tanker Vandal , while Diesel was still alive. _The Vandal’s _diesel-electric drive was a far cry from today’s systems where the driving engine and its electric generator (often called by its abbreviation, genset) might be on one part of the vessel and the motor driving the propeller might be elsewhere, even outside the hull.

There are arguments both for and against diesel-electric drives. Proponents say that emissions are lower because only the power needed is used and fuel consumption is reduced, while those against suggest that the weight of a genset and driving motor increases the overall vessel weight, which requires more horsepower to drive the yacht. Additional electrical systems also add complexity, which can cause interference with other electrical systems.

From the naval architect’s standpoint, a diesel-electric system allows the drive engine to be moved away from the end of the propeller shaft. The diesel generator can also be located away from guests to reduce noise and vibration and placed in areas of the hull not normally used for engines or people.

For example, on a 40m yacht, the area under the cockpit may not have adequate headroom for crew cabins, but a pair of diesel generators might fit easily. On vessels over 150m, a gas turbine located in the stack where hot gases can be directed up and away from the deck may be used to generate power, moving power generation completely out of the hull.

A further advantage is that a yacht equipped with several generators can carefully optimise power levels between the house and drive loads. For example, when the yacht is under way, house loads tend to be lower than when the yacht is sitting in harbour with guests aboard. This enables the electronics system to adjust generator power levels between house and powering modes so that both are operating with minimum emissions and fuel consumption.

Under way, the electronic controls monitor propulsion performance as well as house loads and adjust the generators accordingly. This eliminates running high-horsepower main engines continually and still having to adjust generator loads. The end results are lower emissions and improved fuel performance. In addition, an electric propulsion motor can easily be controlled in terms of speed and be reversed without the need for a large gearbox or transmission.

The end result is lower emissions and better fuel performance. In addition, an electric propulsion motor can easily be controlled in terms of speed

An added benefit is the fact that the drive motor can be located outside the hull in a pod drive of the type that Siemens and Schottel have developed, or an azimuthing pod drive can also be used. Using pod drives allows seawater to cool the drive motors, reduces the size of the engine compartment and cuts down on vibration and noise inside the hull. By turning the actual drives, propeller thrust is directed where it can do most good, rather than being deflected off rudders. In addition, rudders and their complexity are eliminated, improving hull drag. In addition, because thrust lines are horizontal, propeller efficiency is considerably improved.

Gensets and batteries

The number of gensets required for a successful diesel-electric installation is critical. If, for example, three large generators are used, at least one will have to operate continuously unless the vessel is on shore power. In addition, one might be under repair. Considering that an 80m yacht might require 300kW when in port, and an additional 400kW when under way, it might seem sensible to have two 400kW generators. But at anchor at night, the generator loads might go down to 100kW, thus both generators would be oversized. In this case it might be more feasible to have a smaller genset of 100kW, two of 300kW, and one of 400kW or 500kW to enable loads to be matched to power consumption to minimise emissions and fuel costs.

For silent operation, say at night, the diesel-electric system could be combined with an energy-dense lithium-ion battery bank or two. In operation, the batteries could be used to drive the pod motors or to power the house lighting for totally silent, night-time operation. The battery banks would have to be quite large to store enough power – probably around 800 to 1,000 amp-hours at 600 volts for a 60m to 70m yacht – but with today’s lithium-ion batteries, such a system is not beyond the realm of possibility.

Diesel-electric and emissions regulations

For all its appeal, diesel-electric has a few disadvantages. To start with, instead of a mechanical engineer, an owner will require an electrical engineer.

As mentioned above, the increased weight of a diesel-electric system can be a drawback. With the new emissions controls that have just come into force in various parts of the world, each genset will require its own controls, should each set be in different parts of the yacht.

Throwing a wrench into the development of diesel-electric yachts are ECAs, or Emission Control Areas. These areas are intended to cut down on NOx (nitrogen oxides) and SOx (sulphur oxides). ECAs, which recently were put in place around the coasts of North America and affect every large vessel in those waters, will necessitate the use of Selective Catalytic Reduction (SCR) to reduce NOx and low-sulphur diesel fuel to reduce SOx. Generator manufacturer Northern Lights has just introduced what it calls its Diesel Exhaust Cleaning System (DECS). The system is based on DCL International’s Marine-X system, which removes particulates as they are emitted from the engine.

Throwing a wrench into the development of diesel-electric yachts are ECAs, or Emission Control Areas. These areas are intended to cut down on NOx (nitrogen oxides) and SOx (sulphur oxides)

In a non-Northern Lights installation, to reduce NOx, a diesel exhaust fluid (DEF) tank containing urea and an atomiser pipe would need to be located near the generators. The DEF is injected into the exhaust stream to react with NOx to create nitrogen and water. To simplify this installation, the entire generator compartment may have to be located in an easily accessible place where the DEF tanks and atomiser can be used on all the generators.

Because of SCR and its associated piping, engine rooms will grow larger, but by placing the drive motors on pods outside the hull, engine room size increases can be minimised. However, this will require widespread adoption of diesel-electric drives, instead of diesels with transmissions and shafts.

Alternative fuel systems

In order to reduce emissions, commercial ship owners are experimenting with using fuels that reduce costs and do not produce much in the way of emissions. Often, where commercial shipping leads, recreational vessels follow, thus a superyacht of the future might be powered by one of these fuels. However, terminals where ships using liquefied gas can refuel may be far and few between and until the infrastructure improves considerably yachts will not follow this trend.

A hydrogen-fuelled superyacht has been proposed. It is a 64m hydrogen diesel-electric yacht from Pharos Marine in Egypt. Given the explosive nature of hydrogen and the lack of refuelling facilities, though, this is more a marketing concept than a real project.

In the far longer term, nanotechnology could lead to major advances in solar and wind power generation. Combined with advances in electric motor and battery technology, nanotechnology could change the look and style of superyachts as we know them today.

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Our Guide to Yacht Fuel Capacity and Consumption

by Marine Diesel Specialists | Jul 25, 2023 | Blog , MAN Engines , Yacht Engines , Yacht Upkeep | 0 comments

Fuel consumption for yachts can vary based on factors such as the yacht’s size, weight, design, engine type, cruising speed, and the duration of the journey. Smaller pleasure yachts generally tend to be more fuel-efficient than larger luxury yachts, which may consume more fuel at cruising speed. Efficient navigation planning and optimizing cruising speed can play a crucial role in managing fuel consumption effectively. Regular maintenance and adherence to best practices can also contribute to improved fuel efficiency, ensuring that yacht owners can enjoy their voyages with minimized environmental impact and reduced operational costs. If you wish to understand more about yacht fuel capacity and use, then this article from Marine Diesel Specialists , experts in all things professional marine services , is a great place to start your journey toward understanding.

How Much Fuel Does a Yacht Hold?

Fueling a yacht is a critical aspect of ensuring smooth sailing and an enjoyable journey. The amount of fuel a typical yacht can hold in its tank varies greatly depending on the vessel’s size and purpose. Generally, yachts are designed with fuel tank capacities tailored to their intended use, whether it be coastal cruising or transoceanic voyages.

For smaller pleasure yachts, you can expect to find fuel tank capacities ranging from 200 to 1,000 gallons. These yachts are typically designed for shorter trips, day cruising, or weekend getaways, and their fuel capacities reflect those requirements. On the other hand, larger and more luxurious yachts, like superyachts and mega yachts, boast significantly larger fuel tank capacities. Average yacht fuel capacity can vary anywhere from 10,000 to 50,000 gallons of fuel, allowing them to undertake extended journeys across vast distances with ease. It’s essential for yacht owners and operators to understand their yacht’s fuel tank size and plan their trips accordingly to ensure they have enough fuel to reach their destinations safely.

Remember, knowledge about fuel for yachts and yacht fuel tank sizes is vital to maximizing your sailing experience and minimizing the risk of running out of fuel during your adventures on the open waters. For more in-depth information on this topic, we recommend checking out reputable websites of yacht manufacturers that provide comprehensive data on yacht specifications and fuel capacities. There are many factors that can make the capacity of any specific yacht’s fuel canister better or worse for the owner; one such factor is the amount of resources that are used over the course of a trip out on the water.

How Much Fuel Does a Yacht Use?

Average yacht fuel consumption can vary significantly depending on several factors, including the yacht’s size, weight, and duration of your journey out on the water. It’s crucial to consider the yacht fuel capacity of the vessel and its efficiency to better understand its consumption patterns. Fuel capacity is the total amount of fuel a yacht can hold in its tanks, as we mentioned in our previous discussion on yacht fuel tank sizes. Fuel-efficient yachts are designed to minimize fuel consumption while maximizing performance, providing a more eco-friendly and cost-effective sailing experience.

On average, smaller pleasure yachts with fuel capacities ranging from 200 to 1,000 gallons tend to be more fuel-efficient. They often feature modern technologies and hull designs optimized for reduced resistance and better fuel economy. As a rough estimate, these yachts can consume around 20 to 50 gallons of fuel per hour at cruising speed. Larger luxury yachts, such as superyachts and mega yachts with fuel capacities of 10,000 to 50,000 gallons, may have higher fuel consumption rates, averaging around 100 to 500 gallons per hour at cruising speed.

If you are looking to get the most out of your yacht, then you cannot go wrong with marine diesel services and products for marine vessels that are designed to make every trip out on the water smoother and better than the one before. Luckily our expert marine rebuild specialists are able to provide all of the assistance you could ever need.

The Marine Diesel Experts in Fort Lauderdale Are Here to Help

Welcome to Marine Diesel Specialists, your ultimate destination for comprehensive boat engine care and top-quality products. As an authorized distributor, we take immense pride in offering exceptional MAN diesel marine engines renowned for their unrivaled reliability and outstanding performance. Our esteemed Gulf Coast Diesel Service branch operates with marine rebuild specialists in Fort Lauderdale and Punta Gorda, all dedicated to delivering unparalleled customer satisfaction.

Whether you seek expert guidance on engine selection, reliable repairs, or meticulous maintenance, our seasoned professionals are eager to provide you with comprehensive insights and personalized assistance. We’re committed to ensuring your boating experience is smooth and worry-free. To deepen your knowledge of marine engines, we encourage you to explore our vast collection of informative articles on our marine engine care blog which covers topics ranging from yacht fuel capacity and much more.  Feel free to contact our marine industry professionals today to discover the full spectrum of our offerings and experience our unwavering commitment to excellence.

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Our Marine Diesel Specialists offer a variety of products and services to provide marine diesel solutions in Fort Lauderdale and Punta Gorda. Our authorized MAN Engine dealers can offer expert maintenance, repair, and survey services, as well as complete engine, transmission, and generator overhauls. If you are seeking top-quality marine diesel solutions, products, or services, don’t wait to contact our Marine Diesel Specialists and Gulf Coast Diesel Service.

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Westerbeke Genny Fuel Consumption

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Has anyone calculated their fuel consumption for the generator on an hourly basisr? I am want to fine tune the knowledge of my costs in order to set charter rates since I have a charter coming up for Memorial Day weekend. I have a 15kw Westerbeke diesel genny. Assume a full load of 50 amps (stove, oven, refrigerator, 7 air conditioning units running off 3 condensors, hot water, battery charger, and sometimes laundry). And how much does the consumption fall off during periods of day/night when we are not cooking and and the AC is not working as hard? I'm sure at least one of you guys out there has already figured out your consumption for the same or similar sized genny. So, I thought I'd just ask first before doing it the hard way. Thanks!

Ang 1980 58MY "Sanctuary" www.sanctuarycharteryacht.com

Re: Westerbeke Genny Fuel Consumption

I did a check late last season using a graduated beaker for measuring the fuel and performing the test 3 times. Converted to gal per hour, our 16KW NL M844k genny burns one gal in 64 minutes with all (4) a/c condensors, the battery chargers, the microwave, the oven, a couple of stove burners, the fridge and the stereo running. The water heater was powered but I don't know if it was actually "on" during the tests. I have never checked it under lighter load - I just use the 1 gal an hour figure for planning purposes since it will always be conservative. This added: Maybe for charter configurations my figures wouldn't be all that conservative - I suppose that the washer/dryer could be running at the same time as the other items and maybe all 4 burners of the stove could be on. I did NOT check it with every possible ac device running at the same time. For us, and we've only had 4 people (2 couples) "living" on the boat at the same time, those loads would never occur.

--> Last edited by MikeP; 04-22-2007 at 08:46 AM .

There diesels so I don't think your going to show a whole lot of difference between loaded and unloaded. The rpm remains the same. The efficiency most likely will be better when the unit is used at a particular load. But finding that could be a real pitb. I think You will very seldom reach lull load, at least for any length of time. MikeP's figures have to be real close. Oddly enough my 6.5 Onan seams to burns real close to those figures. Of course you Ang would have to figure on the high side and average your load. Figuring in, fuel, oil use, maintenance and ware. What a pitb, I'm glad I don't charter, you have to be burred in paper work. BILL

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Thanks for the input. This was really the only unknown in term of precise numbers that I didn't quite have. It's Ed's job to calculate engines' fuel burn. LOL I have a spreadsheet that has calculated every other known aspect of operating and maintenance costs. MikeP - When I was typing the thread earlier this morning, you were the first person who came to mind that if anyone has calculated this precisely, it would have been you. Thanks! The boat runs at capacity (and wants to exceed that!) with all AC running and the galley cooking appliances in use. To do laundry, specifically the dryer, something has to be turned off. So, I rarely cook and do laundry at the same time, unless it's a nice day and I don't need AC. It's all about power management once these boats are loaded up with all the conveniences of home.

angela, my norpro 18 averages 1 GPH.. i've never bothered trying to figure out what it is at various load since it really doesnt matter, the average fuel burn is what counts. you may use a little more under full load, but less when the ACs shut down or you're not cooking... load has a big impact on fuel, not RPM. when not in gear, or with no load on the alternator, it takes very little fuel to spin up an engine to 1800rpm... that's why most diesels will not come up to temp at the dock. Also, when your filters clog up on your genset, they usually run fine wiht no load but start acting up when loads kick in. problem with loads in our boats is that teh standard 220/50 panel is a bottle neck. it can only let 2 x 50 amps thru, or 2 x 6KW / 12kw even though your genny can produce 15kw or 18kw in my my case. I've been thinking about adding a 30amp auxiliary panel to feed the inverter/charger so that i dont' have to reduce charging rate when i run all AC. Maybe somting to consider on your boat for the washer /dryer if you find out you need to use it a lot in charter although your electrical system is far more complicated than mine.

Pascal Miami, FL 1970 53 MY #325 Cummins 6CTAs 2014 26' gaff rigged sloop 2007 Sandbarhopper 13 12' Westphal Cat boat

I guess the circuitry was another change in the 53/58 as it went along? Our '80 53MY has 3 separate 50 amp circuits with various items on each circuit. With shore power and two 50 amp lines coming aboard (which I never use - I've only had one connected) you can select which shore power line any of the 3 50A circuits is connected to so you can "divide" the load. Two years ago I tested the genny with every ac item on board turned on that I could find and the gennny operated it all at the same time without any problems. I did that to set the RPM for the proper frequency. With our genny unloaded, ac freq is 61-62HZ; loaded with a moderate load it is 60 and fully loaded it is 59.

At those figures Mike it looks like you are topped out in the load rate. Your right Dave and like I said too the rpm doesn't change it is pure load. I bet if you were to measure the fuel use at load and idle there would be very little change in fuel. Of course if you were running some giant unit you would show a larger fuel span. But with our little engines displacement the the fuel doesn't vary that much. Not to change the thread but I read a article where the boat was total solar and cruised at a very nice speed. Maybe we should be looking into converting some of our generator usage into solar power. BILL

If anyone has calculated/estimated hourly operating costs, ( say maintenance,repairs, replacement) for a genny I'd love to know what assumptions were used and about what cost/hour result you got. I'm going to guess that over a range of operating assumptions, the cost (vertical) versus annual operating hours (horizontal) likely is some sort of straight line like y = ax... In other words if you use your genny a low number of annual hours, it will last a long, long time. As annual hours of use increase, maintenance/repairs becomes more frequent, rebuilds come sooner, and finally replacment as well. If you assume 6,000 hours before rebuild and $6,000 dollars, seems like something of at LEAST $1 for other than fuel is a starting point. Figure intermediate repairs and parts and replacement after another 6,000 hours and it could easily be about the same order of magnitude as fuel...say $2 to $3. I opted to run everything I can (not air,obviously) from batteries for quiet and reliability. It sure ain't cheaper!!!

I think you can expect a lot more than 6000 hrs prior to rebuild on any of the gens that were used in our boats. I talked to a NL rep. who recounted a story about a charter that had a 20 kw (M544 , I think) that was replaced due to needing a rear seal. It was quicker to remove the old gen and replace it than to repair the old gen. They sat it in the shop until the end of the season and then ripped it open just to see the condition of the engine. It evidently still had cross hatch in the replaceable liners and almost every thing they checked was still in spec., at 20,400+ hours...........................Pat

Originally Posted by MikeP I guess the circuitry was another change in the 53/58 as it went along? Our '80 53MY has 3 separate 50 amp circuits with various items on each circuit. With shore power and two 50 amp lines coming aboard (which I never use - I've only had one connected) you can select which shore power line any of the 3 50A circuits is connected to so you can "divide" the load. Two years ago I tested the genny with every ac item on board turned on that I could find and the gennny operated it all at the same time without any problems. I did that to set the RPM for the proper frequency. With our genny unloaded, ac freq is 61-62HZ; loaded with a moderate load it is 60 and fully loaded it is 59. Mike, That's interesting that you use only one 50a cord. I always use 2 if I can. I use one cord to supply subpanels 1 and 3 for house loads and the other cord to supply the A/C curcuits on subpanel 2. I did blow one shotgun fuse on the A/C line once, so I know you can draw a pretty hefty load on that one cord. Maybe I have larger A/C units than the 53MY, I don't know. If I use both cords, I never have to even look at the ammeters. We have enough power to run everything. This is a good thing since my ammeters don't work. I think I need to replace the pickups on them. It's weird that they would all go out though(it's been like that since we bought the boat). I think there are about 10 of those donut style pickups in the back of the main panel. I'd hate to think what those would cost. The meters move a little, but I know they are not right.

Sky Cheney 1985 53EDMY, Hull #CN759, "Rebecca" ELYC on White Lake--Montague, MI

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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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Safety investigators likely to look into whether 'dirty fuel' contributed to Baltimore Bridge collapse

• Contaminated fuel may have contributed to the Baltimore Bridge disaster, industry experts say.
• A large container ship ran into the Francis Scott Key Bridge early Tuesday morning.
• Officials will probe whether dirty fuel played a part in the incident, per The Wall Street Journal. 

Safety officials are likely to investigate if contaminated fuel played a role in the Baltimore bridge collapse , causing the ship to lose power before it crashed into the Francis Scott Key Bridge, according to reports.

The Dali, a large container ship, ran into a section of the decades-old bridge early Tuesday morning, leading to six deaths and millions of dollars in damage.

Federal, state, and local authorities have launched a probe into what went wrong. Part of the investigation will examine whether "dirty fuel" contributed to the ship's initial loss of power, sources familiar with the matter told The Wall Street Journal .

An officer on board the boat told the outlet that the lights started flickering about an hour after The Dali departed. Soon, the smell of burning fuel had filled the engine room, the officer said. Crew members issued a mayday call but the ship wasn't able to drop anchors before it drifted toward the bridge, according to The Journal.

Marine experts say contaminated fuel is a long-standing industry issue and a possible factor in the Baltimore port crash.

Business Insider reached out to Dali's owner, Grace Ocean PTE and Dali's manager, Synergy Marine, for comment. 

"We are closely following the investigations conducted by authorities and the vessel operator as well as conducting our own investigation," a representative for Maersk, Dali's charterer, told BI.

Related stories

A 2018 report from the Atlantic Council, an international affairs think tank, found that marine fuel can often be tainted with a slew of industrial products that end up in the mix, leading to engine failures and power outages on ships.

Gerald Scoggins, a veteran chief engineer in the oil and gas industry, told The Washington Post that dirty fuel can clog a ship's filters leading to its main generator. If a ship's main generator goes down, the boat can end up in total blackout, leading to a potential catastrophe at sea. 

Ships typically use different fuels for different parts of their voyage, Scoggins told the outlet. When ships are still in port like the Dali was at the time of the crash, boats typically depend on light diesel fuel, which can also be contaminated with water, dirt, and algae, Scoggins said.

John Catsimatidis, CEO of United Refining Company, told Fox News that it's not unusual for oil companies to sell ships contaminated fuel. 

"You give them 80% real fuel and 20% garbage," Catsimatidis told the outlet.

The fuel that goes into ships while at port is typically mixed with something known as cutter stock, which can frequently include unregulated contaminants, Ian Dalby, one of the authors of the Atlantic Council report, told the Post. 

Inspections into merchant ships have uncovered fuel mixed with motor oil and by-products from plastics, rubber, and fertilizers, according to the Atlantic Council report. 

While it's still too early to determine what led to the Baltimore Bridge collapse , industry experts say "dirty fuel" would be one of multiple possible factors in the incident. 

The investigation will look into The Dali's operations and safety record, Jennifer Homendy, chair of the National Transportation Safety Board, said during a news conference this week. 

The ship underwent more than 20 port inspections since it was built in 2015, according to data from international shipping database Equasis. The Dali was cited for propulsion and auxiliary machinery deficiencies in June 2023. The vessel reported a loss of propulsion before the Tuesday crash, though it's unclear if it was related to the same issue flagged in June.

Watch: The container ship that destroyed the Francis Scott Key Bridge has crashed before

• Main content

‘Mayday’ call from ship stopped Baltimore bridge traffic, saved lives

As a cargo ship the size of a skyscraper drifted dangerously close to a major Baltimore bridge that carried more than 30,000 cars a day, the crew of the Dali issued an urgent “mayday,” hoping to avert disaster Tuesday.

First responders sprang into action, shutting down most traffic on the four-lane Francis Scott Key Bridge just before the 95,000 gross-ton vessel plowed into a bridge piling at about 1:30 a.m., causing multiple sections of the span to bow and snap in a harrowing scene captured on video .

Baltimore bridge collapse

“C13 dispatch, the whole bridge just fell down!” someone shouted on an emergency channel.

Maryland Gov. Wes Moore (D) hailed those who carried out the quick work as “heroes” and said they saved lives, but the scale of the destruction was catastrophic and will probably have far-reaching impacts for the economy and travel on the East Coast for months to come.

Much of the 1.6-mile bridge fell , sending at least eight construction workers repairing potholes into the 48-degree waters of the Patapsco River. Two were rescued, including one who was seriously injured. Authorities announced Tuesday night that six were presumed dead and suspended the search. Authorities planned to resume the hunt for the victims at 6 a.m. Wednesday .

The collapse halted shipping at the Port of Baltimore — one of the nation’s largest — and severed a crucial portion of Baltimore’s Beltway, which is also a major artery in the busy corridor between Washington and New York.

President Biden pledged that the federal government will foot the bill for the repairs and work quickly.

The impact led to a scene of utter destruction — mangled bridge trusses, shipping containers split open like tin cans and the cargo ship wedged under fallen debris. Officials turned to Hollywood to register the magnitude of what happened.

“This is a tragedy you can never imagine,” Baltimore Mayor Brandon Scott (D) said at an early-morning news conference. “Never would you think that you would see … the Key Bridge literally tumble down like that. It looked like something out of an action movie .”

Video showed a crumpled piece of the 47-year-old bridge draped across the bow of the ship, which was laden with shipping containers and had a large gash across its hull. Helicopters buzzed overhead, and boats with emergency lights flashing searched the waters. Divers plunged into the river, which is about 50 feet deep.

Moore said a preliminary investigation indicated that the wreck was an accident. The governor said the Dali had lost power and propulsion shortly before striking the bridge. In video, the Dali’s lights could be seen turning off and on before the crash, and the ship appeared to be drifting.

Other state and federal officials said there was no indication of terrorism or intentional sabotage. Moore and Scott declared states of emergency, and the National Transportation Safety Board sent investigators to the scene. They said they hoped to recover voice and data recorders on the vessel.

Biden said in an address to the nation that he was pledging all resources necessary to rebuild the bridge and reopen the Port of Baltimore, where Transportation Secretary Pete Buttigieg stood with Maryland leaders and vowed to address any supply chain impacts caused by the closure. Biden said he will soon visit, too.

“I’m directing my team to move heaven and earth to reopen the port and rebuild the bridge as soon as humanly possible,” Biden said.

Officials said it was too soon to say when either of those things might happen, or how much they could cost.

Marquis Neal, 48, who lives in the Turner Station community near the bridge, said the crash jolted him awake.

“It sounded like a huge bomb,” Neal said. “The house was shaking. The wind — there was a huge gush. Then it just stopped. I thought, is it an earthquake? Then not only five minutes later, all you heard was sirens. Everything was going crazy.”

Neal, who said he used the bridge several times a day, said it is a lifeline for this small, isolated community, whose residents almost exclusively worked at Bethlehem Steel in nearby Sparrows Point before that industry came to an end.

“We’re on that bridge every day,” Neal said. “That could’ve been you. It could’ve been anybody.”

Jesus Campos, who works for Brawner Builders, based in Cockeysville, Md., was anxiously awaiting word about the fate of six colleagues who had plunged into the Patapsco. He paced back and forth at a meetup spot at a Royal Farms parking lot.

Campos said he was not working Monday night but was rustled out of bed around 5 a.m. by a colleague, who told him about the tragedy. Campos, who speaks only Spanish, said the workers had been on a meal break, sitting in or near their vehicles, when the bridge collapsed. He said all six of the missing men were Latino.

“I’m very sad right now,” Campos said in Spanish. “These are my co-workers and friends.”

Campos said working on the bridge is harrowing. Construction crews are constantly worried about speeding motorists, and the bridge “moves a lot” because of its design and engineering. Even so, Campos said he never could have imagined that the structure would collapse.

NTSB Chair Jennifer Homendy said that the construction workers were employed by Brawner but that the company might also subcontract work. Jeffrey Pritzker, executive vice president at Brawner Builders, said in a brief telephone interview that the bridge collapse was “a totally unforeseen event which no one could have predicted.” He said the company had seven employees working on the bridge overnight; one of them survived and six were still missing, he said. Authorities have described eight victims as “workers.”

“The company is upset, families are distressed, this is a terrible tragedy,” Pritzker said. “I don’t know what more I can say.”

Baltimore Fire Chief James Wallace said in an interview on CNN on Tuesday that sonar showed five vehicles on the bed of the Patapsco River: three passenger vehicles, a cement truck and one unknown vehicle. Other officials said later in the day that they were still trying to determine whether vehicles plunged into the water , and they did not have clear details on whether any people other than those working on the bridge might have been in those vehicles.

The Singapore-flagged Dali left the Port of Baltimore around 1 a.m. and was bound for Colombo, Sri Lanka, where it was scheduled to arrive on April 22, according to MarineTraffic, a marine data platform.

Clay Diamond, the executive director of the American Pilots’ Association, said the ship experienced a “full blackout” around 1:20 a.m., meaning it lost both engine power and electrical power to its control and communications systems.

When the Dali lost power, the pilot guiding the ship out of the Port of Baltimore ordered its rudder turned hard to the left and its left anchor dropped in an effort to slow the vessel and stop it from swinging to the right, Diamond said.

The ship never regained engine power, but a diesel backup generator kicked in, restoring the electrical systems. Unable to slow the ship, Diamond said, the pilot, who had more than a decade of experience, radioed an emergency message to have the bridge closed.

Around 1:24 a.m., security video showed lights on the Dali switching off, possibly indicating the power problem. A minute later they flicked back on. Seconds later, thick black smoke could be seen pouring from a smokestack, and then the Dali appeared to begin turning to the right.

At 1:27 a.m., the lights on the Dali winked off again, before coming back on seconds later, video shows. Shortly after, radio traffic indicated efforts to evacuate the Key Bridge. The Dali struck the bridge at 1:28 a.m.

Moore said the vessel was traveling about eight knots — or nine miles an hour — when it hit the span. Diamond said the pilot on board had given a statement to investigators from the Coast Guard and the NTSB.

Synergy Marine Group, which owned and managed the ship, said in a news release that the Dali was under the control of two harbor pilots at the time of the wreck, as required under Maryland law. Synergy said all 22 sailors, who were Indian nationals, were uninjured. Authorities said they remained on the ship Tuesday.

Wallace said rescue crews on the scene had smelled diesel fuel, but Synergy said there was no evidence the wreck had polluted the river. The company said it was cooperating with authorities investigating the disaster.

Inspection records indicate that the Dali previously had problems. A deficiency in the Dali’s systems was discovered when the ship was inspected in June last year, records show. Inspectors at the port of San Antonio, Chile, discovered a problem categorized as relating to “Propulsion and auxiliary machinery,” according to an intergovernmental shipping regulator in the Asia-Pacific region.

The problem was not serious enough to warrant detaining the ship, according to the records. After a follow-up inspection was carried out later the same day, the Dali was found to have no outstanding deficiencies, the records show, indicating that the problem was addressed.

Synergy was involved in at least three seafaring tragedies since 2018 that led to the deaths of crew members, according to investigation records from transportation safety agencies and government statements.

The incidents involved an elevator malfunction that killed a technician in 2018; an officer who fell overboard and died in 2019, who was not wearing a flotation device; and a tanker partly managed by Synergy that collided with a dredger, killing two seafarers.

Synergy, based in Singapore, controls a fleet of nearly 400 vessels and employs more than 14,000 sailors, according to its website. Its office in Singapore was dark when a Washington Post reporter visited Tuesday evening local time.

Moore said the Key Bridge was up to code at the time of the collapse. The span is a major part of I-695, carrying traffic north-south around Baltimore and connecting Baltimore to Dundalk, Md. Maryland transportation officials said the loss of the bridge could cause transportation issues in the area for the foreseeable future.

The $60 million bridge was hailed as an engineering marvel at the time it was built in the 1970s. The American Society of Civil Engineers called it one of the largest continuous truss bridges in the United States.

Ian Firth, a British structural engineer and bridge designer, noted that the bridge was erected at a time when ships were not as big as they are now and the flow of traffic was not as busy. These days, structures are designed with better protective measures in place, he said, though he noted that even a brand-new bridge would have “come down in the same way” if it were hit by such a large vessel traveling at speed.

Dan Frangopol, a bridge engineering and risk professor at Lehigh University in Pennsylvania who is president of the International Association for Bridge Maintenance and Safety, said the catastrophic failure was not surprising.

“If the pier was destroyed like it was, the bridge has to collapse,” Frangopol said. “It’s not possible to redistribute the loads.”

Michael Laris, Sarah Cahlan, Imogen Piper, Erin Cox, Ian Duncan, Teo Armus, Maria Sacchetti, Jon Swaine, Scott Dance, Jacob Bogage, Joyce Sohyun Lee, Dan Diamond, Rebecca Tan, Jennifer Hassan, Toluse Olorunnipa, Martin Weil, Andrew Jeong and Adela Suliman contributed to this report.

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

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

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

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

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