There are two recovery efforts in Baltimore Harbor: the urgent one below the destroyed Francis Scott Key Bridge and the methodical “pay-and-chase” one unfolding in Congress and, eventually, in courtrooms around the world. Although progress is being made in clearing 50,000 tons of bridge debris from a massive containership pinned 30 feet deep into riverbed mud since March 26, compensating American taxpayers footing the bill—at least $1.2 billion, likely more than $2 billion—could take decades.
The problem with that guarantee is that “we’ll all be dead by the time we get the money,” Rep. Rick Larsen (D-Wash.) said during a two-hour hearing on the federal response and investigation into the 95,000-ton Singapore-flagged Dali’s March 26 allision that killed six people, destroyed the 1.6-mile Key bridge, and shut down the Port of Baltimore for weeks.
But first things first: The Dali remains pinioned to the bridge’s fractured pylons. More than 180 of its 4,700 containers have been removed. On May 13, controlled explosions removed the truss that had fallen onto it.
The Coast Guard has spent “about $20 million,” he said, cautioning that the meter is running on the tally.
As of May 13, he said, 365 commercial ships have transited the channels, including all ships trapped in port by the Dali’s crash.
The Corps is on track to complete the removal of [the fallen bridge] by mid-May and to restore two-way traffic [under the bridge] by the end of May,” Maj. Gen. Graham said.
The Army Corps has spent $37 million, with a total of $458 million allocated for the cleanup and recovery effort. This includes funding for debris removal, harbor restoration, and reimbursement for economic losses incurred by businesses affected by the disaster.
While these efforts are ongoing, there is also an ongoing investigation into what caused the accident and who should be held responsible. According to National Transportation Safety Board (NTSB) Chair Jennifer Homendy, a key step has been taken in determining what happened and who pays what. Two power failures in port were related to routine maintenance, and two “were unexpected tripping of circuit breakers on the ‘accident voyage,’” which began early on March 26, according to Ms. Homendy.
A blackout occurred when a crew member mistakenly closed an engine damper while he was working on the exhaust system in port. This effectively blocked the engine’s exhaust gases. causing the engine to stall [as the ship pulled into the river],” she said.
Power was briefly restored, but insufficient fuel pressure caused the ship to lose propulsion, prompting a breaker to trip, plunging the ship into powerless darkness again, according to Ms. Homendy.
While recovering from the second blackout, the crew switched to a different transformer instead of breakers from those that had been in use for several months,” she said.
Switching breakers is not unusual, but it may have affected operations the very next day on the ‘accident voyage.’ So, the configuration of breakers remains under investigation.
There are also questions regarding the low-sulfur oil fuel the Dali used since March 21, Ms. Homendy said, but tests have not identified issues with samples from the ship.
This is a complex investigation,” she said. Our investigators have been on scene consistently since this accident. In fact, they are on board the vessel as I testify today.
Every day the bridge isn’t there imposes costs, Transportation and Infrastructure Committee Chair Rep. Sam Graves (R-Mo.) said, noting that traffic accidents on area road networks have increased by 29 percent and alternate routes are adding two to four hours to some locals’ daily drive times.
That traffic means that trucks are delayed in reaching their destinations, commuters are late getting to their jobs or home to their families, and there is more air pollution and wasted fuel.
Mr. Graves said the work needs to get done before any promises are made that American taxpayers must keep.
While the president’s request has been received and it’s under consideration, Congress still has roughly six months to act before any cost-share changes might occur,” he said. It’s important we have a very firm estimate before we take any further action.