Maryland failed to assess the vulnerability of its Francis Scott Key Bridge long before it collapsed

According to federal investigators, the Maryland Transportation Authority failed to complete a recommended vulnerability assessment that should have revealed a significant risk of collapse due to vessel strikes long before last year's collapse of the Francis Scott Key Bridge. This oversight is considered a major contributing factor to the tragedy.

The bridge collapsed after the large container ship "Dali" lost power and veered off course, striking one of the bridge's piers. The accident resulted in the deaths of six construction workers, causing immense loss and grief to the local community.

National Transportation Safety Board (NTSB) Chair Jennifer Homendy stated at a news conference on Thursday afternoon that Maryland's leaders could have taken more steps to prevent the deadly disaster. She emphasized the critical importance of conducting risk assessments early and taking preventive measures.

The NTSB's updated report was released nearly a year after the bridge collapse, an event that disrupted shipping traffic in the Port of Baltimore and caused traffic congestion throughout the region. Plans to rebuild the bridge are currently underway, with officials stating that the new design will be better protected to prevent similar incidents from happening again.

Investigators found when conducting a vulnerability assessment for Baltimore's Key Bridge that its risk was almost 30 times the acceptable risk threshold established by the American Association of State Highway and Transportation Officials (AASHTO). The association published a vulnerability assessment calculation method in 1991, after which all bridges designed were required to be assessed. In 2009, the association reiterated its recommendation to assess older bridges. Homendy stated that if Maryland officials had completed the assessment at any time since then, they "could have proactively identified strategies to reduce the risk of collapse of the bridge due to vessel collision and the loss of life."

Homendy also pointed out that as of last October, even after the Key Bridge collapse, they had still not assessed the Chesapeake Bay Bridge. She stated, "There is no excuse for that." The NTSB also issued urgent recommendations and a report listing 30 owners of 68 bridges in 19 states, advising them to learn from Maryland's mistakes and conduct assessments to determine if more protective measures are needed.

The Key Bridge opened in 1977, when ships visiting the Port of Baltimore were significantly smaller, and pier protection standards were far less stringent than they are today. In 1980, a container ship struck the bridge's pier protection, being stopped by the concrete and timber fender system. But according to the NTSB's investigative report, that ship weighed about one-tenth of the "Dali," which pierced through a similar protective system.

The NTSB report stated, "While some factors are difficult to modify for existing bridges, the process of calculating vulnerability assessments allows owners to make informed decisions to manage their assets, identify bridges that may be vulnerable to vessel collision damage, and evaluate and prioritize vessel collision protection projects alongside other projects addressing highway asset needs and risks."

Homendy stated that this is not the first time she has called for assessments to be completed on some older bridges. She said the NTSB "has been sounding the alarm since the tragedy," including when testifying before the House Transportation and Infrastructure Committee in April 2024. She said, "We need action. Public safety depends on it."

The NTSB is still investigating the cause of the "Dali's" loss of power as it approached the Key Bridge. In previous updates, investigators stated that they found a loose cable, which may have caused electrical problems on the "Dali." The ship experienced two power outages hours before leaving the Port of Baltimore for Sri Lanka. Justice Department lawyers later claimed that its mechanical and electrical systems had been "haphazardly assembled" and poorly maintained, noting that "excessive vibrations" may have caused electrical connections to loosen. The agency's lawsuit was later settled after the "Dali's" owner, Grace Ocean Private Ltd., and its management company, Synergy Marine Group, agreed to pay over $100 million in cleanup costs.

The Singapore-based company filed a court petition days after the collapse seeking to limit its legal liability, in what could become the most expensive maritime accident case in history. Homendy stated that the NTSB plans to release more investigative information in the coming weeks and months.