Pilots Considered Key Bridge Crash Ahead of Time

The Balmer Sun, Pilots revised ship strike protocol in months before vessel collapsed Key Bridge "13 days earlier, a harbor pilot discussed plan for loss of ‘steering or propulsion’"

In the crucial four minutes between when the container ship Dali lost power and it struck the Francis Scott Key Bridge, the two pilots aboard ordered an anchor dropped, asked for emergency help from nearby tugboats, warned surrounding vessels and called a pilot dispatcher on a cellphone. That dispatcher then notified the Maryland Transportation Authority, which promptly shut down vehicle traffic onto the bridge, and the Coast Guard.

The exact protocol — how to halt vehicle traffic due to a threat from a ship — had rarely, if ever, been needed. But just 13 days before the incident, a harbor pilot had discussed updates to the procedure with fellow port stakeholders.

The Port of Baltimore Harbor Safety and Coordination Committee, a joint industry-government advisory panel, met March 13 at the Association of Maryland Pilots headquarters in Brewers Hill in Southeast Baltimore. The pilots, licensed by the state as expert navigators, are required by state law to guide large ships in Maryland waters.

A group of 47 maritime officials and civilians gathered, some in person and others by phone, to discuss dozens of topics. They talked about deepening one of the harbor’s anchorages, an upcoming inspection of the Chesapeake Bay Bridge near Annapolis, and even Katie Pumphrey’s planned marathon swim into Baltimore.

Capt. John Kinlein, a member of the Board of Pilots, brought up another concern: What to do in case a ship lost “steering or propulsion” as it approached the Key Bridge or the Bay Bridge.

During an earlier meeting in December, Kinlein suggested altering the protocol “due to the unreliability of reaching someone in the current protocol,” according to meeting minutes.
“Ideally the pilots would contact someone immediately by VHF or telephone and say they need to shut down the bridge due to an emergency situation,” the December minutes state.

At the March meeting, Kinlein shared with other harbor stakeholders that the protocol had “been revised.”

FWIW, I believe the pilots did about as well as possible on the day of the accident. They notified bridge authorities in time to close the bridge, and at least part of the bridge maintenance crew to evacuate. This does send a clear message that such a line of communication needs to be available at all times. It's not up to the pilots if no one is listening. I wouldn't mind a rule that the big ships need tug escorts standing by when travelling under potentially susceptible bridges, although it would add costs to the industry. It looks to me like they can afford it.  

Getting a little ahead of the actual Coast Guard investigation of the accident, fault seems to fall on the ship's captain, who left port with an unresolved power issue that resulted in the loss of power at a critical juncture.