The National Transportation Safety Board (NTSB) held a news conference warning 30 owners of 68 bridges in 19 states to conduct vulnerability assessments to determine the risk of a bridge collapsing due to being struck by a ship. The NTSB cited the collapse of the Francis Scott Key Bridge in Baltimore as an example of a bridge collapse that may have been prevented with a vulnerability assessment. The collapse of the Key Bridge occurred when a cargo vessel lost power and struck the bridge, causing it to collapse and resulting in six deaths and two injuries. NTSB Chair Jennifer Homendy emphasized the need for action to prevent similar tragedies in the future.
The NTSB identified 68 bridges that were designed before guidance was established by the American Association of State Highway and Transportation Officials (AASHTO) and do not have a current vulnerability assessment. The NTSB recommended that the 30 bridge owners evaluate whether their bridges are at an acceptable level of risk according to AASHTO guidelines, and if not, develop and implement a comprehensive risk reduction plan. AASHTO had developed vulnerability assessment calculations for new bridges on the National Highway System in response to previous bridge collapses, emphasizing the importance of evaluating the risk of catastrophic collapse in the event of a vessel collision.
Since 1994, the Federal Highway Administration (FHWA) has required new bridges to be designed to minimize the risk of catastrophic collapse from a vessel collision. In response to the lack of vulnerability assessments on existing bridges, the NTSB urged the FHWA, U.S. Coast Guard, and U.S. Army Corps of Engineers to establish an interdisciplinary team to provide guidance and assistance to bridge owners in evaluating and reducing the risk of collapse. Infrastructure improvements or operational changes may be necessary to reduce the risk of bridge collapses due to vessel collisions.
The NTSB plans to release over 1,000 pages of investigative material, including the bridge report and interviews, to the public docket. Additional reports on hazardous materials, meteorological factors, survival factors, and a study on vessel size increases and safety risks will be released in the coming weeks. Voyage data recorder audio transcripts and associated data will also be released leading up to the final report, which is expected to be released in the fall. The Maryland Transportation Authority, responsible for the Key Bridge in Baltimore, did not immediately respond to requests for comment.
The NTSB emphasized the importance of conducting vulnerability assessments on bridges to prevent collapses due to ship collisions. The collapse of the Francis Scott Key Bridge in Baltimore served as a tragic example of the potential consequences of not assessing the risk of bridge collapses. Recommendations were made for bridge owners to evaluate their bridges according to AASHTO guidelines and to develop risk reduction plans as necessary. The NTSB also called for collaboration between federal agencies to assist bridge owners in evaluating and reducing the risk of collapse from vessel collisions.
As a response to the lack of vulnerability assessments on existing bridges, the FHWA has required new bridges to be designed to minimize the risk of collapse from vessel collisions since 1994. The NTSB urged the FHWA, U.S. Coast Guard, and U.S. Army Corps of Engineers to establish a team to provide guidance and assistance to bridge owners. Infrastructure improvements or operational changes may be necessary to reduce the risk of catastrophic bridge collapses. The NTSB plans to release detailed investigative material to the public in the coming weeks, leading up to the release of the final report in the fall. The Maryland Transportation Authority, responsible for the Key Bridge collapse, did not immediately respond to requests for comment.
