The Unified Command responsible for handling the aftermath of the late-March Francis Scott Key Bridge vessel strike and collapse continues to remove containers onboard M/V Dali and clear bridge wreckage at the incident site, it was reported yesterday.
Salvors continue to remove containers from the M/V Dali as part of the effort to gain access to the portion of the Key Bridge that lies atop the ship. The transfer of containers from the M/V Dali will continue in the coming days, as weather permits.
As of April 11, approximately 38 containers had been removed. The removal of these containers is a critical step required to safely move the M/V Dali and eventually fully re-open the Fort McHenry Channel. Removing containers allows for safe access to then remove the pieces of the Key Bridge that lie across the ship’s bow, taking weight off the ship and ultimately enabling the ship’s movement.
In parallel, wreckage and debris removal continued at the site, including breaking up of submerged roadbed from span 19, and the removal of a section of span 17. The rubble and debris have been taken to Sparrows Point, Maryland for processing and recycling. While marine traffic is still limited, 69 vessels have transited through since the creation of the temporary alternate channels, it was reported.
“There has been incredible progress this week towards our goal to open the limited access deep draft channel,” said Col. Estee Pinchasin, Commander, U. S. Army Corps of Engineers, Baltimore District, Unified Command. “Our amazing team of local, state, federal and community responders remain focused on the safe and efficient removal of debris and wreckage from the federal channel and waterway.”
As regards the cause of the accident, the Federal agency conducting the investigation, the National Transportation Safety Board (which has a Marine Safety Office within it), expects to have its initial findings in early May. In a Congressional appearance earlier this week, the NTSB Chair suggested that the agency was looking very closely at electrical issues which may have caused a power outage aboard the vessel.
One source with NTSB experience suggests that the overall investigation might take as long as two years- though, given its high-profile nature, the final report might be expedited and could take a year’s time. The U.S. Army Corps of Engineers (USACE), responsible for clearing up the debris from the allision, has estimated that deepwater vessels might begin to transit in/ out of the port by late May, all going well.
As liner companies have declared ‘force majeure’ on shipments into/ out of Baltimore, another agency- the Federal Maritime Commission (FMC) – with its renewed focus on regulation of carrier practices under the Ocean Shipping Reform Act of 2022 – has implored carriers to be reasonable on extra charges levied on cargo interests resulting from diversions away from Baltimore.
After debris including parts of the bridge tangled with bow of ship, and containers, have been removed, the ship is expected to be towed to a dock facility, to unload the rest of the containers and work on the ship structure. At present it is not believed that the ship will be a total loss, but obviously will need some extensive reconstruction.
