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Explainer: Why did the Baltimore bridge collapse and what is the death toll?

What is the death toll so far, when did the baltimore bridge collapse, why did the bridge collapse, who will pay for the damage and how much will the bridge cost.

HOW LONG WILL IT TAKE TO REBUILD THE BRIDGE?

What ship hit the baltimore bridge, what do we know about the bridge that collapsed.

HOW WILL THE BRIDGE COLLAPSE IMPACT THE BALTIMORE PORT?

Get weekly news and analysis on the U.S. elections and how it matters to the world with the newsletter On the Campaign Trail. Sign up here.

Reporting by Lisa Shumaker; Writing by Lisa Shumaker; Editing by Daniel Wallis, Josie Kao and Tom Hogue

Our Standards: The Thomson Reuters Trust Principles. , opens new tab

Thomson Reuters

Lisa's journalism career spans two decades, and she currently serves as the Americas Day Editor for the Global News Desk. She played a pivotal role in tracking the COVID pandemic and leading initiatives in speed, headline writing and multimedia. She has worked closely with the finance and company news teams on major stories, such as the departures of Twitter CEO Jack Dorsey and Amazon’s Jeff Bezos and significant developments at Apple, Alphabet, Facebook and Tesla. Her dedication and hard work have been recognized with the 2010 Desk Editor of the Year award and a Journalist of the Year nomination in 2020. Lisa is passionate about visual and long-form storytelling. She holds a degree in both psychology and journalism from Penn State University.

Prosecutors search Peruvian president's home in graft inquiry

Peruvian prosecutors raided the home of President Dina Boluarte late on Friday as part of inquiries into possible illicit enrichment and failure to declare ownership of luxury watches.

Three United Nations observers and a translator were wounded on Saturday when a shell exploded near them as they were carrying out a foot patrol in south Lebanon, the U.N. peacekeeping mission said, adding it was still investigating the origin of the blast.

Baltimore bridge collapse wasn't first major accident for giant container ship Dali

Propulsion failed on the cargo ship that struck the Francis Key Bridge in Baltimore early Tuesday as it was leaving port, causing it to collapse into the frigid Patapsco River. Its crew warned Maryland officials of a possible collision because they had lost control.

“The vessel notified MD Department of Transportation (MDOT) that they had lost control of the vessel” and a collision with the bridge “was possible,” according to an unclassified Department of Homeland Security report. “The vessel struck the bridge causing a complete collapse.”

An official speaking on condition of anonymity confirmed to USA TODAY that the DHS’ Cybersecurity and Infrastructure Security Agency is working with federal, state, and local officials “to understand the potential impacts of this morning’s collapse of the Francis Scott Key Bridge.”

Clay Diamond, executive director, American Pilots’ Association, told USA TODAY power issues are not unusual on cargo ships, which are so large they cannot easily course correct.

“It’s likely that virtually every pilot in the country has experienced a power loss of some kind (but) it generally is momentary,” Diamond said. “This was a complete blackout of all the power on the ship, so that’s unusual. Of course this happened at the worst possible location.” 

The ship in Tuesday's crash, Dali, was involved in at least one prior accident when it collided with a shipping pier in Belgium.

That 2016 incident occurred as the Dali was leaving port in Antwerp and struck a loading pier made of stone, causing damage to the ship’s stern, according to VesselFinder.com, a site that tracks ships across the world. An investigation determined a mistake made by the ship’s master and pilot was to blame.

No one was injured in that crash, although the ship required repair and a full inspection before being returned to service. The pier – or berth – was also seriously damaged and had to be closed.

VesselFinder reports that the Dali was chartered by Maersk, the same company chartering it during the Baltimore harbor incident.

The 9-year-old container ship had passed previous inspections during its time at sea, but during one such inspection in June at the Port of San Antonio in Chile, officials discovered a deficiency with its "propulsion and auxiliary machinery (gauges, thermometers, etc)," according to the Tokyo MOU, an intergovernmental maritime authority in the Asia-Pacific region.

The report provided no other information about the deficiency except to note that it was not serious enough to remove the ship from service.

Follow here for live updates: Baltimore's Key Bridge collapses after ship strike; construction crew missing: Live Updates

Why did Dali crash into the Baltimore bridge?

Officials said Tuesday they’re investigating the collision, including whether systems on board lost electricity early Tuesday morning, which could be related to mechanical failure, according to a U.S. official who was not authorized to speak publicly.

Accidents at sea, known as marine casualties, are not uncommon, the source told USA TODAY. However, “allisions,” in which a moving object strikes a stationary one with catastrophic results, are far less common. The investigation of the power loss aboard the Dali, a Singapore-flagged vessel, will be a high priority.

In a video posted to social media, lights on the Dali shut off, then turned back on, then shut off again before the ship struck a support pier on the bridge.

Numerous cargo and cruise ships have lost power over the years.

The International Convention for the Safety of Life at Sea requires all international vessels to have two independent sources of electricity, both of which should be able to maintain the ship's seaworthiness on their own, according to a safety study about power failures on ships , citing the International Convention for the Safety of Life at Sea.

The Dali's emergency generator was likely responsible for the lights coming back on after the initial blackout, Diamond said.

“There was still some steerage left when they initially lost power,” he said. “We’ve been told the ship never recovered propulsion. The emergency generator is a diesel itself – so if you light off the generator, that’s also going to put off a puff of exhaust.”

Under maritime law, all foreign flagged vessels must be piloted into state ports by a state licensed pilot so the Dali's pilot is licensed by Association of Maryland Pilots .

Diamond described the incident based on information from the Maryland agency that licensed the pilot aboard the ship. His organization represents that group and all other state piloting agencies in the US.

“The pilot was directing navigation of the ship as it happened,” he said. “He asked the captain to get the engines back online. They weren’t able to do that, so the pilot took all the action he could. He tried to steer, to keep the ship in the channel. He also dropped the ship’s anchor to slow the ship and guide the direction.

“Neither one was enough. The ship never did regain its engine power.”

How big is the Dali ship?

The Dali is a 984-foot container vessel built in 2015 by Hyundai Heavy Industries in South Korea. With a cruising speed of about 22 knots – roughly 25 mph. It has traveled the world carrying goods from port to port.

The ship, constructed of high-strength steel, has one engine and one propeller, according to MarineTraffic.com.

The Dali arrived in Baltimore on Sunday from the Port of Norfolk in Virginia. Before that, it had been in New York and came through the Panama Canal.

It remains at the scene of the collapse as authorities investigate.

Who owns and operates the Dali?

It is owned by the Singapore-based Grace Ocean Pte Ltd but managed by Synergy Marine Group, also based in Singapore. It was carrying Maersk customers’ cargo, according to a statement from the shipping company.

“We are deeply concerned by this incident and are closely monitoring the situation,” Maersk said in the statement. 

Synergy, which describes itself as a leading ship manager with more than 600 vessels under its guidance, issued a statement on its website acknowledging the incident and reporting no injuries among its crew and no pollution in the water. There were two pilots on board and 22 crew members in all, according to Synergy, all of them from India.

USA TODAY reached out to Synergy on Tuesday, but the company did not immediately return a call seeking comment.

Contributing: Josh Susong

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The Five Minutes That Brought Down the Francis Scott Key Bridge

When a massive cargo ship lost power in Baltimore, crews scrambled to control the ship and to evacuate the bridge lying ahead. But it was too late.

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By Annie Correal ,  Nicholas Bogel-Burroughs ,  Campbell Robertson ,  Michael Forsythe and Mike Baker

Nicholas Bogel-Burroughs and Campbell Robertson reported from Baltimore, Annie Correal and Michael Forsythe from New York, and Mike Baker from Seattle.

Follow our live coverage of the Francis Scott Key Bridge collapse in Baltimore .

“Hold all traffic on the Key Bridge.”

The terse command from an officer in Baltimore’s busy commercial shipping port was one of the first warnings of a disaster that experts now predict will transform shipping on the Eastern Seaboard and change how ships and bridges function around the world. But after the cargo ship Dali lost power early Tuesday, there were precious few minutes to act.

In those minutes, many people — from the ship’s crew, who sent out a mayday signal, to the transportation authority police officers, who stopped traffic heading onto the Francis Scott Key Bridge — did what they could to avert catastrophe, most likely saving many lives.

And yet — no matter what anyone did — several factors made catastrophe all but inevitable. When a ship of this size loses engine power, there is little to be done to correct its course, even dropping an anchor down. And the Key Bridge was particularly vulnerable. As long ago as 1980, engineers had warned that the bridge, because of its design, would never be able to survive a direct hit from a container ship.

The collision and subsequent collapse of the bridge swallowed up seven road workers and an inspector who could not be alerted and pulled off the bridge in time; two were pulled alive out of the water, but four others are still missing and presumed dead. Two bodies were retrieved on Wednesday, authorities said.

Also caught up in the disaster were the ship’s 21 crew members, all from India, who had prepared for a long journey to Sri Lanka on the Dali. While none of them were hurt, they would be held on board for more than a day as the ship sat in the harbor, the ruins of the bridge tangled around it, as authorities began their investigation.

The accident, the deadliest bridge collapse in the United States in more than a decade, will have a lasting impact on the Port of Baltimore, with its 8,000 workers, and industries that rely on the port, which is the leading American hub for auto and other wheeled equipment, said Pete Buttigieg, the U.S. transportation secretary, on Wednesday.

“It’s difficult to overstate the impact of this collision,” Mr. Buttigieg said.

He compared the Dali, roughly as long a city block, to the size of an American aircraft carrier.

“A hundred thousand tons, all going into this pier all at once,” he said of the impact on the bridge support structure.

Officials from the National Transportation Safety Board, which is leading the investigation into the accident, boarded the Dali on Tuesday night to gather documentation. They obtained data from the voyage data recorder, the equivalent of an aircraft’s black box, hoping that it could help investigators determine what led to the accident.

Mr. Buttigieg said that any private party found liable in the accident “will be held responsible.”

The ship left the Port

of Baltimore around

1 a.m. on Tuesday.

Ship called for

tugboats to return

Francis Scott

Alarms sounded on ship

Traffic onto bridge was halted

The ship hit

at 1:28 a.m.

Alarms sounded

Traffic onto bridge

Sources: MarineTraffic, Google Earth

By Agnes Chang, Weiyi Cai, and Leanne Abraham

It was about half an hour past midnight on Tuesday when the Dali, loaded with cargo containers, departed its dock, guided by two tugboats, as is customary. On board was a local harbor pilot with more than 10 years of experience and deep familiarity with Baltimore’s port, as well as an apprentice pilot in training.

The sky above the Patapsco River was clear and still, lit by a full moon.

At 1:25 a.m., after the two tugboats detached and turned back, the Dali had accelerated to about 10 miles per hour as it approached the Key Bridge. But just then, according to a timeline released by the National Transportation Safety Board on Wednesday, “numerous audible alarms” started sounding on the ship.

For reasons still being investigated, the ship’s powerful propulsion system stopped. The lights flickered out.

The ship had a “complete blackout,” according to Clay Diamond, head of the American Pilots’ Association, who was briefed on the account of the pilot of the Dali. (The chair of the N.T.S.B., Jennifer Homendy, said officials were still trying to determine whether the power failure was complete.)

The harbor pilot noticed the ship starting to swing right, in the direction of one of the piers holding up the Key Bridge. At 1:26, he called for the tugs to return; he urged the captain to try to get the engine back up and directed the crew to steer hard left. As a last ditch measure, at 1:27, he ordered the crew to throw down the port anchor.

One of the tugboats, the Eric McAllister, turned around and raced back toward the ship.

But the failures onboard were cascading. The emergency generator had kicked on, sending a puff of thick smoke belching from the ship’s exhaust stack and briefly restoring the lights, radar and steering. It did not help. With no effective propulsion, the 95,000-ton ship had become an unstoppable object, drifting toward one of the most heavily traveled bridges in Baltimore.

On land, officers with the Maryland Transportation Authority moved swiftly into action. “I need one of you guys on the South side, one of you guys on the North side, hold all traffic on the Key Bridge,” someone is heard saying on the audio recording of emergency radio traffic that night. “There’s a ship approaching that just lost their steering. So until they get that under control, we’ve got to stop all traffic.”

Vehicles were held on either side of the bridge as the ship continued its inexorable drift toward the 1.6-mile-long span.

A minute later, the officers turned their attention to several workers, some of them immigrants from Guatemala, Honduras, El Salvador and Mexico, who were still laboring on the bridge in the chilly darkness, taking advantage of the light traffic at night to fix potholes.

“There’s a crew up there,” one officer is heard saying on the audio recording of the radio exchange between officers. “You might want to notify whoever the foreman is, see if we could get them off the bridge temporarily.”

But even then, the ship was striking the bridge. Almost at once, the pier buckled and collapsed, twisting over the ship, with its cargo containers stacked high on the deck. Then the rest of the bridge went, breaking into sections as it plummeted and splashed into the dark river waters below.

“The size and weight of these ships make them really difficult, even with propulsion, to stop them,” said Stash Pelkowski, a professor at State University of New York Maritime College and a retired Coast Guard rear admiral. With no power, he said, “There was very little the pilot or the crew on the Dali could do.”

The collapse had happened in seconds. Except for the stumps of the piers, the central span of the bridge had plunged into the frigid river — where divers would spend the whole day searching amid twisted metal for survivors — by 1:29 a.m.

“Dispatch, the whole bridge just fell down!” an officer called out. “Whoever, everybody, the whole bridge just collapsed.”

Stray ships had long been seen as a risk to the Key Bridge. Just a few years after the Baltimore structure was constructed in 1977, a vessel crash knocked down the Sunshine Skyway Bridge in Tampa Bay, Fla., killing 35 people.

Officials acknowledged that the Key Bridge would not be able to withstand that kind of direct hit from a heavy cargo vessel. “I would have to say if that ship hit the Bay Bridge or the Key Bridge — I’m talking about the main supports, a direct hit — it would knock it down,” John Snyder, the director of engineering for the state Toll Facilities Administration told the Baltimore Sun at the time.

But building a bridge that could withstand such an impact was simply not economically feasible, he said. When the bridge was built, cargo ships were not the size they are today. A much smaller freighter did hit the bridge in 1980 , but the bridge stood strong.

Minutes after the bridge collapsed on Tuesday, both tugboats that had accompanied the Dali arrived on scene, followed soon by the Coast Guard and the Baltimore City Fire Department.

Two of the workers who had been on the bridge were rescued from the water. The others could not be found.

Jack Murphy, who owns Brawner Builders, the company whose workers had been on the bridge, got a phone call about the collapse and raced to the area, about a 30-minute drive away. He stayed by the bridge all night, and eventually began making calls to the men’s families.

Two workers’ bodies were discovered in a red pickup truck found near the bridge debris, police said Wednesday. They were identified as Alejandro Hernandez Fuentes, 35, an immigrant from Mexico, and Dorlian Ronial Castillo Cabrera, 26, a native of Guatemala.

About two miles from the bridge, Andrew Middleton had been lying awake when he heard the crash. He first thought it was thunder, maybe a low-flying jet.

It was only when he awoke a few hours later that he saw the news of the collapsed bridge. “I thought to myself, I was just with those guys yesterday,” he said.

Mr. Middleton, who runs Apostleship of the Sea, a program that ministers to sailors coming through the port, had driven the ship’s captain and a few crew members to Walmart on Monday to stock up on goods for the 28-day voyage ahead — toothpaste, snacks, clothes, Bluetooth speakers.

He recalled the captain telling him their next port was Sri Lanka, but that they were taking a longer route, down around South Africa, in order to avoid recent Houthi attacks on cargo ships in the Red Sea.

Mr. Middleton immediately messaged the crew on WhatsApp after hearing the news on Tuesday, he said, and “they responded within a few minutes saying that everyone was OK,” he said.

Around the site of the bridge collapse, firefighters and rescuers in diving gear were swarming around the shore, followed by news crews. John McAvoy, who owns a nearby restaurant, had driven over with hot meals — chicken, crab balls and pretzel bites — to hand out to the crews.

But by nightfall on Tuesday, officials had called off the rescue efforts and said they would switch to searching for bodies. “The water’s deep, visibility’s low, it’s cold as I-don’t-know-what,” said Kevin Cartwright, a spokesman for the Fire Department.

The signs of all that had changed were only starting to become clear on Wednesday. The U.S. Army Corps of Engineers said it was mobilizing more than 1,100 specialists to clear the wreckage of the bridge and unblock the Port of Baltimore’s shipping lane. In the meantime, Mr. Buttigieg, the secretary of transportation, said the East Coast would have to rely more heavily on ports outside Baltimore.

Mr. McAvoy said the tragedy would ripple over the port for years.

Fishing crews always have found their way home following the Key Bridge, he said. “It’s going to change a lot of things for a lot of people.”

Reporting was contributed by Daniel Victor , Jacey Fortin , Zach Montague , Eduardo Medina , Miriam Jordan and Judson Jones . Susan C. Beachy contributed research.

Annie Correal reports from the U.S. and Latin America for The Times. More about Annie Correal

Nicholas Bogel-Burroughs reports on national stories across the United States with a focus on criminal justice. He is from upstate New York. More about Nicholas Bogel-Burroughs

Campbell Robertson reports on Delaware, the District Columbia, Kentucky, Maryland, Ohio, Pennsylvania and Virginia, for The Times. More about Campbell Robertson

Michael Forsythe a reporter on the investigations team at The Times, based in New York. He has written extensively about, and from, China. More about Michael Forsythe

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

• International

March 27, 2024 - Baltimore Key Bridge collapse

By Kathleen Magramo , Antoinette Radford, Alisha Ebrahimji , Maureen Chowdhury , Elise Hammond , Tori B. Powell and Aditi Sangal , CNN

Our live coverage of the Baltimore bridge collapse has moved here .

Here's what you should know about the Key Bridge collapse

From CNN staff

Officials recovered the bodies of two construction workers who were on Baltimore's Francis Scott Key Bridge when it collapsed early Tuesday morning after a 984-foot-long cargo ship collided into a pillar.

Maryland Gov. Wes Moore called the collapse Wednesday " a global crisis ."

"The national economy and the world's economy depends on the Port of Baltimore. The port handles more cars and more farm equipment than any other port in the country," Moore said.

Here's what you should know:

• The victims: The six people who are presumed dead were from Mexico Guatemala, El Salvador and Honduras, according to Col. Roland L. Butler Jr, the superintendent of Maryland State Police. Two bodies were recovered and have been identified as Alejandro Hernandez Fuentes from Mexico and Dorlian Ronial Castillo Cabrera from Guatemala. The two workers were filling potholes on the bridge and were later found trapped in a red pickup truck in about 25 feet of water, Butler said. The FBI is handling notifying the victims' families, Butler said.
• Recovery efforts: Authorities are pausing search efforts for the four other workers who are presumed dead, because additional vehicles are encased in concrete and other debris, making it unsafe for divers, Butler said. Once salvage operations clear the debris, divers will search for more remains, he said.
• The investigation: The National Transportation Safety Board is leading the investigation into the fatal incident, according to the agency's chair Jennifer Homendy. During a Wednesday news conference, Homendy said there were 21 crew members and two pilots on board the Dali cargo ship when it crashed into the bridge. She also said a senior NTSB hazmat investigator identified 56 containers of hazardous material, and that some containers are in the water. The agency received six hours of voyage data from the ship and the investigation could take 12 to 24 months to complete, Homendy said. She emphasized that NTSB will not analyze information collected or provide conclusions while on scene of the collapse.
• Looking forward: Department of Transportation Secretary Pete Buttigieg said rebuilding the bridge will not be "quick or easy" but that it will get done. He said there are four main focus points ahead: reopening the port, dealing with supply chain issues until its reopening, rebuilding the bridge and dealing with traffic issues until the bridge is rebuilt. Biden  pledged the full support  of the federal government in the response and recovery efforts. His administration has already conveyed a sense of urgency to open up federal funding to remove debris and ultimately rebuild the bridge. Maryland has submitted a request to the Biden administration for emergency relief funds "to assist in our work going forward," Moore said Wednesday.

It's almost impossible to place people on the bow of ship due to the unstable structure, fire official says

 From CNN's Sarah Engel

Baltimore City Fire Chief James Wallace said Wednesday that the cargo ship's bridge structure and containers at the bow remain unstable.

"It's going to be very difficult, if not impossible, and very dangerous, to place people on the bow of that boat right now," Wallace told CNN's Kaitlan Collins.

"Naturally, we're still very cognizant of the fact that there are hazardous materials on board the vessel itself," Wallace said, alluding to the National Transportation Safety Board saying earlier that 56 containers were carrying hazardous materials.

Wallace said his team is relying heavily on aerial recognizance, including drones. "That's the only way we're able to see in," he said.  

He added that the aerial surveillance has "been able to really assure us right now we have no [chemical] reactions on board." 

"It's just utter devastation," NTSB chief says of the bridge collapse site

From CNN's Aditi Sangal

Jennifer Homendy, chair of the National Transportation Safety Board, called the site of the Key Bridge collapse "devastating."

"It's pretty devastating, certainly, seeing not just what's going on with the cargo containers, but just looking at what was a bridge span — three bridge spans that is pretty much gone. It's just utter devastation," she said at Wednesday evening's news briefing.

She added that she is thinking of families who lost loved ones and those who are waiting to reunite with their lived ones.

NTSB interviewed the Dali's captain and some other crew members today, agency chief says

The National Transportation Safety Board has interviewed the ship's captain, his mate, the chief engineer and one other engineer today, according to Chair Jennifer Homendy.

The two pilots on board the Dali at the time of collision will be interviewed tomorrow, she added.

Cargo ship's voyage data recorder is basic when compared to an airplane's, NTSB chair says

From CNN's Tori B. Powell

The voyage data recorder on the cargo ship Dali was a "newer model" but is considered basic when compared to that on an airplane, according to National Transportation Safety Board Chair Jennifer Homendy.

"But it is very basic compared to say, a flight data recorder, where we would have 1,000 parameters," she said at a news conference on Wednesday.

The NTSB chief investigator Marcel Muise added:

"It's not a ship-wide system recorder, so most of the sensors that are being recorded are from the bridge. So things like GPS, the audio, rudder feedback, rudder commands are recorded on there. But not engineering, the temperature of each cylinder, power distribution sensors."

There were no tug boats with Dali at the time of the collision. That's normal, NTSB chief says

There were no tugs with Dali when the cargo vessel collided with Baltimore's Key Bridge, which is normal protocol, according to National Transportation Safety Board Chair Jennifer Homendy.

Remember: At 01:26:39 on Tuesday, Dali's pilot made a general very high frequency (VHF) radio call for tugs in the vicinity to assist, the NTSB investigator Marcel Muise had said.

"The tugs help the vessel leave the dock, leave the port and get into the main ship channel. And then they leave. Once it's on its way, it's a straight shot through the channel. So there are no tugs with the vessel at the time. So they were calling for tugs," she said.

NTSB chair says she saw some containers that were carrying hazardous materials in the water

National Transportation Safety Board Chair Jennifer Homendy said she did see some of the 56 containers that were carrying hazardous materials in the water.

When asked how many

When asked how many containers of hazardous materials were in the water, Homendy said:

"I did see some containers in the water, and some breached significantly on the vessel itself," she said. "I don't have an exact number, but it's something that we can provide in an update."

Homendy said that a preliminary report should be out in two to four weeks.

This post has been updated with more quotes from Homendy.

Bridge did not have any redundancy, unlike the preferred method for building bridges today, NTSB chair says

Baltimore's Key Bridge did not have any redundancy, which is included in the preferred method of building bridges in the present day, according to National Transportation Safety Board Chair Jennifer Homendy.

"The bridge is a fracture critical," she explained. "What that means is if a member fails that would likely cause a portion of, or the entire bridge, to collapse, there's no redundancy. The preferred method for building bridges today is that there is redundancy built in, whether that's transmitting loads to another member or some sort of structural redundancy. This bridge did not have redundancy," Homendy said.

There are 17,468 fracture critical bridges in the United States out of 615,000 bridges total, she said, citing the Federal Highway Administration.

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