The Maryland Transportation Authority has come under scrutiny for not completing a crucial vulnerability assessment that could have predicted the susceptibility of the Francis Scott Key Bridge to a ship collision, according to findings from federal investigators. The bridge met its downfall last year when the cargo ship, Dali, veered off course after a power failure and crashed into one of its support structures, resulting in a devastating collapse and the death of six construction workers.
Jennifer Homendy, Chair of the National Transportation Safety Board, addressed the state’s shortcomings and potential for avoiding the tragedy during a media briefing on Thursday. Almost a year has passed since the collapse, which disrupted ship traffic at the Port of Baltimore and caused extensive traffic issues in the region. Although rebuilding is in process, promises have been made to ensure that the new design offers greater protection.
The vulnerability assessment carried out by board investigators revealed a staggering result for Baltimore’s Key Bridge; it was nearly 30 times the acceptable risk outlined by the American Association of State Highway and Transportation Officials. Since 1991, such assessments have been critical for bridge safety, especially for structures designed after that time. Revised recommendations in 2009 called for older bridges to be similarly evaluated.
“If Maryland officials had conducted the assessment at any point since then, they could have proactively implemented strategies to mitigate the risk of collapse and protect human life from potential vessel collisions,” Homendy pointed out. Additionally, she noted that as of October, the Chesapeake Bay Bridge had yet to be assessed even after the Key Bridge’s collapse, remarking that it was inexcusable.
In response to the incident, urgent recommendations and a report listing 30 owners of 68 bridges across 19 states were issued. The aim is for these entities to learn from Maryland’s oversight and thoroughly assess their structures for required protections. The Key Bridge, operational since 1977, was designed during a time when smaller vessels frequented Baltimore’s port, and the structural standards were less comprehensive.
Historical records show that in 1980, a container ship collided with the bridge’s protection system but was effectively stopped by existing barriers. However, the Dali, which vastly outweighed this earlier vessel, breached the fenders during the incident last year. The board’s report emphasized the importance of conducting vulnerability assessments to manage assets and prioritize safety measures effectively.
Homendy highlighted the importance of completing these assessments for older bridges, stating that the board has consistently raised alarms since the tragic event, including in testimony before the House Transportation and Infrastructure Committee in April 2024. She called for urgent action affirming, “Public safety depends on it.”
The investigation into the Dali’s power loss is ongoing. Earlier updates revealed a potential electrical fault caused by a loose cable on the ship, which experienced blackouts twice before departing from the Port of Baltimore towards Sri Lanka. Legal issues arose when Justice Department attorneys accused the Dali’s systems of being poorly maintained, which led to a settlement in which the ship’s owner and manager agreed to cover over $100 million in cleanup costs.
Singapore-based companies associated with the vessel are attempting to limit their legal liability, potentially marking this event as one of the most expensive marine accident cases in history. The board plans to release further findings as the investigation progresses in the upcoming weeks and months.