On March 26, 2024 at 1:28 a.m. EDT, the main spans and the three nearest northeast approach spans of the Francis Scott Key Bridge across the Patapsco River in the Baltimore metropolitan area of Maryland, United States, collapsed after the containership Dali struck one of its piers. Not only did the collapse caused damage and casualties, but it also blocked most shipping to and from the Port of Baltimore. The economic impact of the waterway’s closure has been estimated at $15 million per day.

I. The collapse

At 12:44 a.m. EDT on March 26, 2024, the containership Dali left the port of Baltimore with two local harbor pilots on board, bound for Colombo, Sri Lanka. At 1:24 a.m., the ship suffered a complete blackout and began to drift out of the shipping channel. A backup generator supported electrical systems but did not provide power to the propulsion system. At 1:27 a.m., a mayday call was made from the ship, notifying the Maryland Department of Transportation that the crew had lost propulsion and control of the vessel and that a collision with the bridge was possible. The ship’s light went out and came on again some moments later; then again went off and returned just before impact as smoke once again began rising from the funnel. At the pilot’s request, the MDTA Police dispatch asked officers to stop traffic in both directions at 1:27:53 a.m., around the time of the collapse. The Singapore MPA reported that the ship dropped anchor before hitting the bridge, as part of its emergency procedures. At 1:28:45 a.m., the ship struck the southwest pier of the central truss arch span, at roughly 8.7 knots. Baltimore fire chief confirmed that at least seven vehicles submerged. Two people were rescued from the river – one was in “very serious” condition and the other uninjured. Three of the six members of a maintenance crew working on the bridge were killed and another three are presumed dead.

II. Salvage

According to the Association’s correspondent Lamorte Burns, USCG is still conducting search and rescue operations for the missing individuals. However, NOAA reported a water temperature of 8℃ at the time of the collapse and it’s unlikely for people to survive.

Of Dali’s 4,700 shipping containers, 13 were damaged in the collision. Two fell into the water and neither carried hazardous substances. Dali sustained hull damage above the water line and the ship was impaled by remnants of the bridge superstructure. The ship remained watertight, and the shipping company claimed initially there was no water pollution directly from the ship.

On March 27, the National Transportation Safety Board (NTSB) announced an investigation into a hazmat spill resulting from breached containers aboard Dali, including some of the 56 containers that carried hazardous materials, primarily corrosives, flammable substances including lithium batteries.

Unified Command has made it clear that its number one priority is opening of the deep draft channel. Two crane barges, a 650-ton crane and a 330-ton crane, are actively working on scene. Highly trained demolition crews are cutting the top portion of the north side of the collapsed bridge truss. The removed wreckage is scheduled to be lifted and transferred to a barge.

BGE has reduced pressure of the underwater natural gas pipeline to 35psi. The Unified Command is continuing to coordinate with BGE to inert the pipeline to free it from hazards and risk.

Three dive teams with the Unified Command are surveying sections of the bridge and the M/V Dali for future removal operations.

III. Safety Zone

On March 26, 2024 US Coast Guard announced that effective immediately a safety zone is established for all navigable waters of the Chesapeake Bay within a 2000-yard radius of the Francis Scott Key Bridge. No vessel or person will be allowed to enter the safety zone without obtaining permission from the COTP. Mariners are requested to monitor the VHF channel 16 for the latest information. To seek permission to enter, contact the COTP or the COTP’s representative by telephone at (410) 576-2525 or on Marine Band Radio VHF-FM channel 16.

IV. Alternate channels

As of 0830 hrs April 3, 2024, two additional navigational channels have been opened to alleviate pressure and allow for the movement of tugs and smaller crafts. One is near Hawkins Point for commercially essential vessels on the southwest side of the main ship channel, with a controlling depth of 14 feet, a 280-foot horizontal clearance and a 124-foot vertical clearance. The other is near Sollers Point on the northeast side of the main channel, with a controlling depth of 11 feet, a 264-foot horizontal clearance and vertical clearance of 95 feet. The two temporary channels are marked with government lighted aids to navigation and will be limited to transit at the discretion of the COTP and during daylight hours only. There is still a safety zone being enforced. Permission should be obtained as early as possible but no less than 4 hours prior to getting underway to enter the safety zone and transit through the temporary alternate channels. Movements are subject to response and recovery efforts. Sentiments on the ground regarding re-opening to ocean going and deeper draft vessel traffic still point toward mid-May.

V. Impact on local ports

With the nation’s largest maritime gateway for cars, coal, sugar and containers closed indefinitely, shipping lines will have to seek alternate ports or arrange for land transportation. Right now, there are 4 or 5 vessels in the port that are unable to leave and more than 10 at Bay Bridge Anchorage waiting to berth.

The Port of Norfolk, Virginia (as well as nearby Philadelphia and New York/New Jersey) have taken in a significant volume of cargo that had been bound for Baltimore, but it is unclear the expected increase in the number of vessels calling. Increased congestion has been expected at these ports. The retired Virginia Port Director believes that Virginia’s facilities can realistically take on 20-25% more freight than typical but is worried there may not be enough truck drivers to ship them out (up and down I-95 which is already congested). The Port of Nofolk is likely also unable to take in extra automobile shipments or agricultural equipment (the highest volume commodities handled by the Port of Baltimore). Those shipments would need to go to ports further North along the East Coast (NY/NJ likely). 

As of 0830 hrs March 27, 2024, USCG has verbally advised that it will be a minimum of 2 weeks before any port movements resume, however, most suspect the delay will be much more prolonged due to the magnitude of the situation. Local pilots have advised that vessels currently anchored at Annapolis are not movement restricted and are able to sail, provided that USCG and USCBP formalities are completed with each respective agency.

For more information, please contact Managers of the Association.