Maryland bridge collapsed after being struck by container ship

Maryland bridge collapsed after being struck by container ship

BREAKING NEWSMaryland's Key Bridge collapses after being struck by a container ship as astonishing footage shows the 1.6-mile long structure crashing into river

Maryland's Key Bridge collapses after being struck by a container ship

There were no immediate reports of any casualties but there did appear to be traffic on the bridge at the time of the catastrophe.

The US Coast Guard and the Maryland Transportation Authority confirmed the crash but provided no further details.

A livestream showed the disaster unfolding, with the vessel plowing into a pile holding up the central part of the bridge. The road and steel arches immediately tumble into the water.

Lights on the container ship went out as the bridge fell on top of the vessel.

Maryland's Key Bridge collapses after being struck by a container ship Rescuers scramble to save dozens including 20 construction workers after Baltimore's colossal Key Bridge collapsed when container ship crashed into it flinging 'multiple' cars and a semi-truck into the river amid fears of mass casualties | Daily Mail Online

There appeared to be an explosion on the container ship as the bridge smashed into the vessel.

The ship is reportedly the Dali, a Singaporean-flagged container which could be seen on ship tracking websites positioned stationary under the bridge following the crash.

Multiple boats marked as Coast Guard search and rescue vessels were surrounding the ship at around 3am Eastern.

The Baltimore City Fire Department told CBS News that at about 1:30 a.m., 911 calls started coming in saying a vessel hit a bridge column. It was unclear how many vehicles were on the span but "there was surely a large tractor-trailer" on it.

Francis Scott Key Bridge (I-695)

Francis Scott Key BridgeThis outer crossing of the Baltimore Harbor opened in March 1977 as the final link in I-695 (the Baltimore Beltway). The 1.6 mile Key Bridge crosses over the Patapsco River where Francis Scott Key was inspired to write the words of the Star Spangled Banner. This facility also includes the Curtis Creek Drawbridge. Including the bridge and approach roadways, the facility is approximately 10.9 miles in length.

The Key Bridge is located in an area rich with American history. Scholars believe the span crosses within 100 yards of the site where Francis Scott Key witnessed the bombardment of Fort McHenry on the evening of Sept. 12, 1814. That battle inspired Key to write the words of the Star Spangled Banner.

Located just southeast of the bridge are the ruins of Fort Carroll, a 3.4-acre man-made island. The structure was designed by then Brevet-Colonel Robert E. Lee and named for Charles Carroll of Carrollton, a signer of the Declaration of Independence.

The Dali had left Baltimore at 1am and was heading for the Sri Lankan capital, Colombo, according to the maritime data platform, MarineTraffic.
West said the Dali, a 948ft (29 metres) Singapore-flagged cargo ship, had hit the bridge, which is part of Interstate 695.


Container Ship

IMO: 9697428

OverviewPort call logVessel characteristicsOwnershipPerformance insightsIn the news

Current voyage

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Leaflet | © Mapbox © OpenStreetMap

Departure from BaltimoreUS BAL

Arrival at ColomboLK CMB

Actual time of departure:2024-03-26 01:00 (UTC-4)

Estimated time of arrival:2024-04-22 16:30 (UTC+5)

At arrival location

Ship Services / Suppliers

GAC Marine Service (Pvt) ltd.
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Antares Shipping Pvt Ltd
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Where is the ship?

Container Ship DALI is currently located at USEC-US East Coast (reported 4 minutes ago)

What kind of ship is this?

DALI (IMO: 9697428) is a Container Ship and is sailing under the flag of Singapore. Her length overall (LOA) is 299.92 meters and her width is 48.2 meters.

Flag Singapore
IMO 9697428
MMSI 563004200
Call sign 9V5283
AIS transponder class Class A
General vessel type Cargo
Detailed vessel type Container Ship
Service Status Upgrade to unlock
Port of registry Upgrade to unlock
Year built Upgrade to unlock
Latest AIS information
Navigational status Stopped
Position received 8 mins ago
Vessel's local time 2024-03-26 02:59 (UTC-5)
Latitude/Longitude Upgrade to unlock
Speed 0 kn
Course 124 °
True heading 152 °
Rate of turn 0 °/min
Draught 12.2 m
Reported destination BALTIMORE-COLOMBO

41 °F

4.9 kn

2.5 m/s



Baltimore, USA, United States (USA)

Arrival (UTC)

Mar 23, 18:14

Departure (UTC)

Mar 26, 05:04

In Port

2d 10h

Norfolk, United States (USA)

Arrival (UTC)

Mar 22, 07:52

Departure (UTC)

Mar 23, 03:38

In Port

19h 46m

New York, United States (USA)

Arrival (UTC)

Mar 19, 08:41

Departure (UTC)

Mar 21, 06:00

In Port

1d 21h

Gatun East Anch., Panama

Arrival (UTC)

Mar 13, 16:03

Departure (UTC)

Mar 13, 16:27

In Port


Panama Canal Anch. Pacific, Panama

Arrival (UTC)

Mar 13, 01:00

Departure (UTC)

Mar 13, 08:32

In Port

7h 32m


Dali Ship Operator Warned About Port Infrastructure Before Bridge Collision

The founder of the Dali's operating company had warned that port infrastructure posed critical problems to the industry nearly three years before the ship caused a major bridge collision in Baltimore.

The Francis Scott Key Bridge collapsed after being struck by the Dali, a 948-foot-long cargo vessel, early Tuesday, sending vehicles into the harbor and causing Maryland to declare a state of emergency. The Dali was being operated by Synergy Marine Group, a Singapore-based charter vessel company, at the time of the collision.

Synergy Marine Group's founder and CEO Rajesh Unni had warned about the dangers that the existing infrastructure posed back in April 2021 when he told Bloomberg, "Traffic on the seas is different from what it was 10 years ago."

"How do we adapt as an industry?" he asked. "It's convenient to blame the captain, but we need to look at how the port infrastructure needs to change, how ships transit."

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Salvatore Dali

The Broken Bridge and the Dream

Cyber Attack, Israel, World War 3: US Bridge Collapse Sparks Conspiracy Theories

Among the most widespread posts came from influencer Andrew Tate, who told his nine million followers on X that the 300-meter vessel "was cyber-attacked."

Washington, United States:

Conspiracy theorists said Tuesday that the Baltimore bridge collapse resulted from an intentional attack -- despite officials quickly saying there was no evidence for that.

Hours after a container ship struck the Francis Scott Key Bridge, sending vehicles and people plunging into the US city's frigid harbor, users across X and other platforms blamed everything from terrorists to Israel.

Among the most widespread posts came from influencer Andrew Tate, who told his nine million followers on X that the 300-meter vessel "was cyber-attacked."

"Lights go off and it deliberately steers towards the bridge support," the US-born Briton said. "Foreign agents of the USA attack digital infrastructures. Nothing is safe."

InfoWars founder Alex Jones, found liable in multiple defamation lawsuits for claiming the 2012 Sandy Hook elementary school mass shooting was a hoax, reposted the allegation.

"Looks deliberate to me," he said. "A cyber-attack is probable. WW3 has already started."

There was no immediate confirmation of the cause of the collapse, but Baltimore Police Commissioner Richard Worley said there was no indication of terrorism.






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Good technical information:

"there is no doubt that the collapse of the Francis Scott Key Bridge over the Patapsco River in Baltimore was a deliberate act.

None of us were on the inside of the operation, but certain things do stand out.

  1. Francis Scott Key , the Maryland native after whom the bridge is named, composed the Star Spangled Banner, the national anthem of the U$$A, Inc., after watching a fierce battle between the British Navy and U$$A, Inc. military forces in Baltimore Harbor in 1814. So this operation was a strike at the national, traditional, ceremonial, foundational, emotional heart of the CONUS/U$$A, Inc. rooted in its early military history. It has set the tone for what is to come, like a tuning fork or pitch pipe that band, symphonic or choral directors may use to establish the proper musical key before a musical performance, if you will. Maybe something like the famous 1812 Overture by Russian composer, Pyotr Ilyich Tchaikovsky: (pay particular attention to the timestamp :50 to 1:10) ....

Continued at the link.


"This was no normal accident."

"Among other things, it looks like Robert’s Rules of Order will not be in play. Maritime Law, that is to say, creatively, violently interpreted and applied Law of the Sea will be the Order of Battle going forward.'

Pirates- that's what they are and were, way back when.

a person who attacks and [robs] ships at sea.

"in the three weeks leading up to the attack, sixteen container ships had been boarded by pirates"

a person who appropriates or reproduces the work of another for profit without permission

To rob or plunder

noun. a person who robs or commits illegal violence at sea or on the shores of the sea.

Please see:


"CIA/NSA/FBI/NTSB/MSC/Coast Guard/etc. work for Satan. If they happen to perform a few good deeds along the way, it is only to provide cover for the immeasurably greater wickedness that is their real agenda. All are part of the same, red-white-and-blue turd."

Yup/ still at it!

Id follow the links to this article, as it hits the spot!

Please also see this excellent article:

Rule by Criminals: When Dissidents Become Enemies of the State


Lara Logan on the Francis Scott Key Bridge: "It Is a Financial and Economic Attack"

[A Must-Watch]


What a Headache!

The business losses from the Baltimore bridge wreck are immense, and the logistics tangle to be sorted out is mind-boggling.


The economic wreckage from the destruction of the Francis Scott Key Bridge is staggering. Consider the following mushroom cloud of losses:

  • The entire Port of Baltimore is closed until the channel can be cleared, halting about $15-million in daily activity in the Baltimore region .
  • A critical highway has been severed for much longer than the channel will be closed with a cost in lost business, slowed business, and higher expenses that is incalculable and widespread.
  • The combination of the two closures will impact railways, trucking, regional distribution centers, to name some of the most obvious transportation industries impacted. It is estimated the losses to those industries will add tens of millions daily to the $15-million mentioned above.
  • The port alone is responsible for 140,000 jobs that will be impacted until the channel is cleared with the downstream affect from any unemployment diminishing revenue to other industries as people tighten their belts.
  • With forty ships that were already in route to Baltimore that have to be diverted plus those that would be coming in the weeks ahead, the delay of products into other parts of the country will cause spot shortages around the nation and will increase the cost of shipping wherever those products that are rerouted are slated to go. The port handles “over a million TEUs ," said one logistics CEO, referring to the number of containers Baltimore handles in a year. "It's not marginal. " He alone had 800 containers already in route that are already being rerouted.
  • East Coast ports may not even have enough residual capacity to handle the extra shipping traffic, forcing reroutes to go through the choked Panama Canal or, at least, to the gulf or through Canada to find entry into the country. Some businesses with shipping facilities that span the nation are already rerouting some shipments to the West Coast that are not ultimately destined for West Coast business. Those will backtrack to the Midwest.
  • Vehicles hauling hazardous materials that are not allowed to go through Baltimore or through tunnels will now have a longer, slower route to make to get around Baltimore.
  • Baltimore was in rough shape economically to begin with. Now it will sink to the bottom of its own channel without a huge amount of national support.
  • The costs of all the rerouting and delays will be mostly borne by the businesses receiving the goods that are being rerouted, as some shipping companies are already declaring force majeure , “telling shippers including U.S. retailers, that once cargo is dropped at alternate ports, it’s no longer their responsibility.” So, the ocean-freight companies will get the cargo to another port, but the costs of finding warehousing that will suddenly be in short supply at those ports and transport out of those ports will be up to the retailers, shipping companies and other businesses downstream from the ocean freight companies. This could include intentionally expensive port penalties (detention and demurrage) for shipments that get stored on the port site because an alternative shipper and warehousing are not found right away. Said one shipper: “Those (containers) on the water will be discharged at an alternate port where they will be made available for pick-up, and CMA CGM’s bill of lading will terminate .” COSCO and Evergreen this morning also announced their services would “be concluded” once the diverted container arrives at the alternate port. They’ll get you that far, but then you’re on your own.

In the process of all that, there will be a lot of confusion about what went where, things getting lost sitting in some back corner of some port facility where they got stashed in the overflow and the rush and not well recorded, and a lot of competition for the alternate shipping suddenly needed.

“The biggest thing we are seeing from our data integrations with the ocean carriers is we are not seeing the port of discharge updated yet,” Brashier said, citing the ITS Logistics’ ContainerAI platform. “So what we are doing now is we will have to manage logistics of containers through the data given to us by the terminals. But that means we are alerted when the container has already arrived, versus planning while the container is still en route to the port.”

Once a container arrives at a terminal, the clock begins ticking on the free time allocated to a container. Once that free time expires, the detention and demurrage fees start.

(U.S Department of Transportation does have the two-year-old FLOW (Freight Logistics Optimizations Works) system that will help those who participate in that system figure out some of the bottlenecks. It was designed for crises like this, but many major companies are not in the system, and we’ve yet to see how it handles a load this size.)

And then there will be all the law suits for a few years over who really owes whom for what.

Of course, it is not just retailers downstream that will be impacted. Housing construction, for example, may be impacted as contractors are short of critical materials/components needed to finish jobs that were en route to Baltimore.

And that is generally all from the import side into the national picture. Consider all the shipments from places like Chicago that are already on trains headed for Baltimore that must now be separated out and sent on other trains heading another direction. That will create pileups in Baltimore of containers that don’t get rerouted that, then, have to find their way to a different home. The delays or added costs for outbound shipments will raise the costs of some exports, and that may simply result in cancelled orders. FLOW doesn’t even work with export cargo yet.

As one man’s crash is another man’s treasure, the ports of Savannah, Brunswick, Virginia, Charleston, and New York/New Jersey, etc. are expected to pick up a lot of extra business. On the other hand, expect lots of inbound and outbound jams at those overused ports, meaning there will be plenty to go around to further ports along the St. Lawrence, Mississippi, etc.

What a headache to sort it all out with everyone instantly pressed to compete for space, rail, road, and alternate sea and air routes at the same time.

You might ask if the following is the offer of one friendly port to another or the words of a vulture:

The Port of Virginia has a significant amount of experience in handling surges of import and export cargo and is ready to provide whatever assistance we can to the team at the Port of Baltimore .

So said Stephen Edwards, CEO of the Port of Virginia. Of course, the two ports have been competitors for years. I’m sure the Port of Virginia will be glad to see if they can turn this into a permanent gain of market share.



A senior hazmat investigator with the agency determined that '764 tons of hazardous materials', which includes corrosives, lithium ion batteries and flammables, now threatens the water surrounding the downed bridge.


Less than two weeks before the most ominous sign in the entire history of the United States appears above our heads, a bridge named after the author of the text of the U.S. national anthem has collapsed after a key support structure was rammed by a massive cargo vessel. “The Star-Spangled Banner” is the best known national anthem on the entire planet, and it is one of our most cherished national symbols. Some have suggested that the collapse of the Francis Scott Key Bridge in Baltimore symbolizes the collapse of America itself. If this is true, could it be possible that the destruction of this bridge was some sort of a warning for America?

Was The Destruction Of The Francis Scott Key Bridge In Baltimore Some Sort Of A Warning For America?


Lawsuits over Baltimore bridge collapse likely, though limited, lawyers say

The owner, operator and charterer of the container ship that struck Baltimore’s Francis Scott Key Bridge on Tuesday (Mar 26) are likely to face lawsuits over its collapse and the people killed or injured, but legal experts say US maritime law could limit the companies’ liability.

US laws pertaining to open-water navigation and shipping, which are created through court decisions and by acts of Congress, could restrict the kinds of lawsuits filed against the registered owner of the Singapore-flagged ship, Grace Ocean Pte Ltd, its manager Synergy Marine Group and its charterer Maersk, and could limit the damages they would have to pay, three legal experts told Reuters.

Representatives for Synergy and Maersk declined to comment on the potential for litigation. Efforts to reach a spokesperson for Grace Ocean were not successful.

The economic damages suffered by the city of Baltimore from the closure of the port, the busiest port for car shipments in the US, or by businesses that rely on it and the now-collapsed bridge would not be recoverable through lawsuits, said Martin Davies, director of the Maritime Law Center at Tulane University School of Law.

That's because US courts have interpreted a 1927 US Supreme Court ruling to mean that any purely economic damages from maritime incidents can’t be recovered from the ship’s owners and operators, Davies and other experts said.

Instead, lawsuits would be limited to injuries, death and property damage or losses, such as claims from the people harmed by the collapse or claims over the damage to the bridge itself, likely brought by government entities.

The lawsuits are likely to be filed in federal court, the experts said. The plaintiffs may also ask a federal judge to "arrest" the ship, and prevent it from leaving the jurisdiction while the litigation plays out, they said.

Those with economic damages might be able to get compensation from insurance policies. Insurers could face billions of dollars in claims, analysts said, with one putting the cost at as much as US$4 billion, which would make the tragedy a record shipping insurance loss.

Traffic was stopped on Tuesday before the ship, named the Dali, struck the pylon that led to the bridge’s collapse, likely saving lives. But eight people fell into the river, where water temperatures were 8 degrees Celsius.

The remains of two of the six missing workers were recovered on Wednesday with the remaining four presumed dead. Two workers were rescued, one unharmed and one injured. The ship's owner, its operator, charterer and even the ship itself could face claims for those injuries or deaths.

Under maritime law, a victim can sue the ship itself, in contrast to laws pertaining to car crashes, and have it sold to satisfy their judgment, said Robert Anderson, a professor at the University of Arkansas School of Law.

But an 1851 law limits the shipowners’ liability to the present value of the ship, which could be in tens of millions of dollars, said Anderson and Baltimore maritime plaintiffs’ attorney Charles Simmons Jr.

Davies and Simmons said they expect the shipowners to petition a federal court for that limitation of liability, and Anderson said the shipowners will likely rely on liability insurance to pay any damages.



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Like those Nixon tapes

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On Saturday, March 30, 2024, just before 1:30 p.m., a large barge crashed into and struck the Arkansas River bridge at the Kerr Reservoir in Sallisaw, Oklahoma, forcing authorities to immediately close the bridge. Engineers from the Oklahoma Department of Transportation conducted an inspection and found that the bridge pillars had sustained some damage, but nothing severe or major. Around two hours later, they determined that it was safe to reopen the bridge. Fortunately, no one was injured; only the barge sustained heavy damage to the front.




NFSC Speaks reports that the attack on Baltimore's Francis Scott Key Bridge was a terrorist attack launched by the Chinese Communist Party against the U.S. on American soil, using “remote towing” technology on the freighter “The DALI”.