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Francis Scott Key Bridge collapse in Baltimore... (2 Viewers)
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sfidc3
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Thanks, didn't realize there was no skiff, was confused because it came up in this thread.....I can tell you there are jurisdictional issues that are litigated at the OALJ and informally all the time between Longshore and Jones.....but not being a lawyer you guys would certainly have a better grasp of the specifics of a case....
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The owner and operator of the container ship that took down the Francis Scott Key Bridge last month should not be allowed to skirt liability for the deadly and costly collapse because the vessel was “unseaworthy” when it left port, attorneys for the city of Baltimore asserted in court filings Monday.
The bridge’s collapse was caused by “negligence of the vessel’s crew and shoreside management,” the city claimed in court documents filed in U.S. District Court in Maryland.
The Dali lost power on March 26 as it was exiting the Port of Baltimore and careened into one of the Key Bridge support pillars, crumpling the 1.6-mile span above where eight members of a construction crew were working on the roadway. Six of them died; two survived.
Days after the fatal collapse, the Dali’s owner, Grace Ocean Private Ltd., and manager, Synergy Marine Pte Ltd., filed a petition in the U.S. District Court in Maryland, asking a judge to cap how much money they could be asked to pay in liabilities at about $43.6 million.
But attorneys for the city said in Monday’s filing that there should be no such cap, because liability cannot be limited if there is evidence of fault — an allegation they wrote could be proven at trial.
The court filing cites an Associated Press report published April 15, in which someone identified as a “person with knowledge of the situation” said that alarms on the Dali’s refrigerated containers sounded while the ship was docked in Baltimore. The filing did not detail other evidence to support the city’s claims.
Those alarms, the court filing claims, are indicative of an “inconsistent power supply” that was “not investigated or, if investigated, not fixed.”
“None of this should have happened,” attorneys wrote.
The city also made several broad claims against the owners and operators of the Dali, asserting they had failed to properly train the ships crew, follow safe work and operational procedures, properly equip the vessel, conduct adequate inspections and provide proper management of the vessel. The city did not provide any evidence or examples to explain those allegations……
The bridge’s collapse was caused by “negligence of the vessel’s crew and shoreside management,” the city claimed in court documents filed in U.S. District Court in Maryland.
The Dali lost power on March 26 as it was exiting the Port of Baltimore and careened into one of the Key Bridge support pillars, crumpling the 1.6-mile span above where eight members of a construction crew were working on the roadway. Six of them died; two survived.
Days after the fatal collapse, the Dali’s owner, Grace Ocean Private Ltd., and manager, Synergy Marine Pte Ltd., filed a petition in the U.S. District Court in Maryland, asking a judge to cap how much money they could be asked to pay in liabilities at about $43.6 million.
But attorneys for the city said in Monday’s filing that there should be no such cap, because liability cannot be limited if there is evidence of fault — an allegation they wrote could be proven at trial.
The court filing cites an Associated Press report published April 15, in which someone identified as a “person with knowledge of the situation” said that alarms on the Dali’s refrigerated containers sounded while the ship was docked in Baltimore. The filing did not detail other evidence to support the city’s claims.
Those alarms, the court filing claims, are indicative of an “inconsistent power supply” that was “not investigated or, if investigated, not fixed.”
“None of this should have happened,” attorneys wrote.
The city also made several broad claims against the owners and operators of the Dali, asserting they had failed to properly train the ships crew, follow safe work and operational procedures, properly equip the vessel, conduct adequate inspections and provide proper management of the vessel. The city did not provide any evidence or examples to explain those allegations……
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good article on the effect this is having.
Article goes on to say that this particular company hasn't raised prices yet but after going from $1000 per container to $3500 not sure how much longer they will be able to hold off
=========================================
When he woke on March 26 to the news that Baltimore’s Key Bridge had collapsed, Michael Haft, co-founder of Compass Coffee, dialed his chief operating officer.
“You have to reroute all of our coffee immediately,” Haft recalled saying.
The collapse upended the supply chain for the D.C.-based roaster, which imports most of its beans through the Port of Baltimore. The crash is expected to cause delays and extra costs for many other businesses that rely on the port, which is responsible for about 52 million tons of imports and exports annually. The U.S. Small Business Administration has received more than 1,000 loan applications in response to the upheaval.
With the port closed to most vessel traffic, hundreds of products, including coffee, tofu and cars, now have to be rerouted to different parts of the country. Three temporary channels provide limited access to the Baltimore port.
To show how the supply chain has been disrupted, The Washington Post looked at the shipping process for some of the products that come from overseas to serve Compass customers.
Compass gets its coffee beans from Kenya, Ethiopia, Indonesia, Brazil, Guatemala and Colombia. Those beans get loaded into shipping containers — 42,000 pounds in each — and sent out to sea.
They arrive at the Port of Baltimore, which receives more than 8 percent of the nation’s coffee beans. Only the ports in Newark, New Orleans, Charleston, Oakland and Houston imported more beans annually before the bridge collapse.
In addition to the beans, Compass uses imported sugar to make simple syrups. Their 12-ounce coffee bean cans are made by a company that imports its steel through the port.
At any given time, Compass typically has six to eight containers of coffee and other products in transit.
Once Compass’s beans are unloaded at the Port of Baltimore, they get trucked to a warehouse about 12 miles northeast of the city. That facility also stores beans for other coffee companies, ranging from behemoths like Starbucks to small businesses like D.C.-based subscription service Cam’s Kettle. Inside, 150-pound bags of coffee are stacked on wood pallets.
Then, the beans wind their way to Compass’s 18 D.C.-area cafes. Others go to wholesale and grocery customers, and some are sold to customers to brew at home.
The bridge collapse disrupted this process, and the coffee, sugar and tins — among other items — needed somewhere new to go.
Some vessels carrying beans were already at sea when the bridge collapsed, and shipping companies rerouted them to the Port of New York and New Jersey in the Newark area. That port typically handles about seven times as much cargo as Baltimore, a Port Authority spokeswoman said, and has been accepting many other shipments originally intended for Baltimore.
Then Compass had to decide where to route the beans that hadn’t yet shipped. The company considered things like the size of each port, its availability to accept cargo, the cost of transporting products from there to D.C. and the timing of it all, said Matt Brown, who works with Compass as an outside sales manager at the importer Cafe Imports.
Haft decided to send that coffee to Newark. That solved the immediate issue, but also caused a domino effect.
Now that the beans are entering the country through New Jersey, what used to be a 30-minute trip to truck them to the Maryland warehouse is now a five-day journey. Plus, Compass has to return the empty containers to Newark. Sugar will also be expensive to transport from New Jersey because of its density, said Chas Newman, Compass’s chief operating officer.
The roaster’s next order of raw materials for their bulk coffee bags is expected to take 12 weeks — twice the usual time — and other shipments are also running behind schedule. Empty bottles for simple syrup have been delayed by six weeks. One of Compass’s main packaging suppliers, based in Maryland, also expects delays.................
Article goes on to say that this particular company hasn't raised prices yet but after going from $1000 per container to $3500 not sure how much longer they will be able to hold off
=========================================
When he woke on March 26 to the news that Baltimore’s Key Bridge had collapsed, Michael Haft, co-founder of Compass Coffee, dialed his chief operating officer.
“You have to reroute all of our coffee immediately,” Haft recalled saying.
The collapse upended the supply chain for the D.C.-based roaster, which imports most of its beans through the Port of Baltimore. The crash is expected to cause delays and extra costs for many other businesses that rely on the port, which is responsible for about 52 million tons of imports and exports annually. The U.S. Small Business Administration has received more than 1,000 loan applications in response to the upheaval.
With the port closed to most vessel traffic, hundreds of products, including coffee, tofu and cars, now have to be rerouted to different parts of the country. Three temporary channels provide limited access to the Baltimore port.
To show how the supply chain has been disrupted, The Washington Post looked at the shipping process for some of the products that come from overseas to serve Compass customers.
Compass gets its coffee beans from Kenya, Ethiopia, Indonesia, Brazil, Guatemala and Colombia. Those beans get loaded into shipping containers — 42,000 pounds in each — and sent out to sea.
They arrive at the Port of Baltimore, which receives more than 8 percent of the nation’s coffee beans. Only the ports in Newark, New Orleans, Charleston, Oakland and Houston imported more beans annually before the bridge collapse.
In addition to the beans, Compass uses imported sugar to make simple syrups. Their 12-ounce coffee bean cans are made by a company that imports its steel through the port.
At any given time, Compass typically has six to eight containers of coffee and other products in transit.
Once Compass’s beans are unloaded at the Port of Baltimore, they get trucked to a warehouse about 12 miles northeast of the city. That facility also stores beans for other coffee companies, ranging from behemoths like Starbucks to small businesses like D.C.-based subscription service Cam’s Kettle. Inside, 150-pound bags of coffee are stacked on wood pallets.
Then, the beans wind their way to Compass’s 18 D.C.-area cafes. Others go to wholesale and grocery customers, and some are sold to customers to brew at home.
The bridge collapse disrupted this process, and the coffee, sugar and tins — among other items — needed somewhere new to go.
Some vessels carrying beans were already at sea when the bridge collapsed, and shipping companies rerouted them to the Port of New York and New Jersey in the Newark area. That port typically handles about seven times as much cargo as Baltimore, a Port Authority spokeswoman said, and has been accepting many other shipments originally intended for Baltimore.
Then Compass had to decide where to route the beans that hadn’t yet shipped. The company considered things like the size of each port, its availability to accept cargo, the cost of transporting products from there to D.C. and the timing of it all, said Matt Brown, who works with Compass as an outside sales manager at the importer Cafe Imports.
Haft decided to send that coffee to Newark. That solved the immediate issue, but also caused a domino effect.
Now that the beans are entering the country through New Jersey, what used to be a 30-minute trip to truck them to the Maryland warehouse is now a five-day journey. Plus, Compass has to return the empty containers to Newark. Sugar will also be expensive to transport from New Jersey because of its density, said Chas Newman, Compass’s chief operating officer.
The roaster’s next order of raw materials for their bulk coffee bags is expected to take 12 weeks — twice the usual time — and other shipments are also running behind schedule. Empty bottles for simple syrup have been delayed by six weeks. One of Compass’s main packaging suppliers, based in Maryland, also expects delays.................
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The first cargo ship passed through a newly opened deep-water channel in Baltimore after being stuck in the harbor since the Francis Scott Key Bridge collapsed four weeks ago, killing a work crew and halting most maritime traffic through the city’s port.
The Balsa 94, a bulk carrier sailing under a Panama flag, passed through the new 35ft channel headed for Saint John, New Brunswick, Canada, on Thursday. Two more commercial ships followed later, including a vehicle carrier headed to Panama.
Their long-awaited voyages marked an important step in the ongoing cleanup and recovery effort as crews have been working around the clock to clear thousands of tons of mangled steel and concrete from the entrance to Baltimore’s harbor.
Five vessels that have been stranded for weeks are expected to finally leave Baltimore through the new, temporary channel. Other ships are scheduled to enter the port, which normally processes more cars and farm equipment than any other in the country.
Thousands of longshoremen, truckers and small business owners have seen their jobs affected by the collapse, prompting local and state officials to prioritize reopening the port and restoring its traffic to normal capacity in hopes of easing the economic ripple effects of the collapse. Officials have also established various assistance programs for unemployed workers and others hit by the closure.
The Balsa 94 moved through the channel guided by two tug boats, one in front and one behind. It glided slowly past the fallen bridge and grounded Dali, the enormous container ship that caused the collapse when it slammed into one of the bridge’s support columns.
Pieces of the steel span are still blocking other parts of the port’s main channel, which has a controlling depth of 50ft, enough to accommodate some of the largest cargo and cruise ships on the water. The Balsa 94 is expected to arrive in Canada on Monday.……
www.theguardian.com
The Balsa 94, a bulk carrier sailing under a Panama flag, passed through the new 35ft channel headed for Saint John, New Brunswick, Canada, on Thursday. Two more commercial ships followed later, including a vehicle carrier headed to Panama.
Their long-awaited voyages marked an important step in the ongoing cleanup and recovery effort as crews have been working around the clock to clear thousands of tons of mangled steel and concrete from the entrance to Baltimore’s harbor.
Five vessels that have been stranded for weeks are expected to finally leave Baltimore through the new, temporary channel. Other ships are scheduled to enter the port, which normally processes more cars and farm equipment than any other in the country.
Thousands of longshoremen, truckers and small business owners have seen their jobs affected by the collapse, prompting local and state officials to prioritize reopening the port and restoring its traffic to normal capacity in hopes of easing the economic ripple effects of the collapse. Officials have also established various assistance programs for unemployed workers and others hit by the closure.
The Balsa 94 moved through the channel guided by two tug boats, one in front and one behind. It glided slowly past the fallen bridge and grounded Dali, the enormous container ship that caused the collapse when it slammed into one of the bridge’s support columns.
Pieces of the steel span are still blocking other parts of the port’s main channel, which has a controlling depth of 50ft, enough to accommodate some of the largest cargo and cruise ships on the water. The Balsa 94 is expected to arrive in Canada on Monday.……
First cargo ship leaves Baltimore since bridge collapse via new channel
Bulk carrier uses deep-water channel en route to Canada marking important step in recovery efforts after last month’s disaster
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Maryland plans to rebuild the Francis Scott Key Bridge in just over four years at an estimated cost between $1.7 billion and $1.9 billion, a state transportation official said Thursday.
As salvage efforts continue, authorities also announced late Wednesday they had recovered the body of a fifth person who died in the March 26 collapse.
The state plans to build a new span by fall of 2028, said David Broughton, a spokesman for the Maryland Department of Transportation. He said the cost estimate is preliminary, and detailed engineering specifics have not been confirmed.
Late Wednesday, authorities announced they recovered the body of a fifth person who was missing after the collapse of the bridge more than a month ago, shutting down the port of Baltimore, one of the busiest ports in the country...........
As salvage efforts continue, authorities also announced late Wednesday they had recovered the body of a fifth person who died in the March 26 collapse.
The state plans to build a new span by fall of 2028, said David Broughton, a spokesman for the Maryland Department of Transportation. He said the cost estimate is preliminary, and detailed engineering specifics have not been confirmed.
Late Wednesday, authorities announced they recovered the body of a fifth person who was missing after the collapse of the bridge more than a month ago, shutting down the port of Baltimore, one of the busiest ports in the country...........
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Seven weeks after a cargo ship was first trapped under a portion of the Baltimore bridge it destroyed in March, a salvage crew detonated a cluster of tiny explosives Monday evening to free it.
There was a loud burst of dozens of coordinated blasts that broke apart the towering truss of the Francis Scott Key Bridge known as Section Four, which had fallen across the bow of the container ship Dali.
The small explosions blew apart the vast steel structure jutting from the water, sending pieces splashing down as black smoke rose beside the ship, which is resting against the muddy Patapsco River bed.
For days, salvage workers have been slicing openings in steel beams scrawled with spray-painted numbers to hold the miniature explosives.
Authorities said it was the fastest and safest way to dismantle the huge piece of the bridge and push the remnants away from the ship.
“It looked like a success,” said Kurt Rauschenberg, spokesman for the Baltimore District of the U.S. Army Corps of Engineers. He added, “That starts the clock for removing the ship from the federal channel.”
Teams will do an assessment of how the steel debris fell and use sonar to chart underwater debris, he said. They will also check for any charges that failed to explode………
There was a loud burst of dozens of coordinated blasts that broke apart the towering truss of the Francis Scott Key Bridge known as Section Four, which had fallen across the bow of the container ship Dali.
The small explosions blew apart the vast steel structure jutting from the water, sending pieces splashing down as black smoke rose beside the ship, which is resting against the muddy Patapsco River bed.
For days, salvage workers have been slicing openings in steel beams scrawled with spray-painted numbers to hold the miniature explosives.
Authorities said it was the fastest and safest way to dismantle the huge piece of the bridge and push the remnants away from the ship.
“It looked like a success,” said Kurt Rauschenberg, spokesman for the Baltimore District of the U.S. Army Corps of Engineers. He added, “That starts the clock for removing the ship from the federal channel.”
Teams will do an assessment of how the steel debris fell and use sonar to chart underwater debris, he said. They will also check for any charges that failed to explode………
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I didn’t realize the ship was still pinned down, and the crew was still on board. It makes sense it would take so long if you reason it out, but at first glance it’s kinda crazy that’s all still there
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Physics and all
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BALTIMORE (AP) — Investigators probing the March collapse of the Francis Scott Key Bridge in Baltimore said in a preliminary report Tuesday the cargo ship Dali experienced an electrical blackout about 10 hours before leaving the Port of Baltimore while undergoing maintenance.
The power outage was caused by a crewmember mistakenly closing an exhaust damper, causing the ship’s engine to stall, the report issued by the National Transportation Safety Board said. The ship lost power again and crashed into one of the bridge’s supporting columns shortly after leaving the port on March 26, which brought the bridge down in seconds.
A full investigation could take a year or more, the agency said.
The board launched its investigation almost immediately after the collapse, which sent six members of a roadwork crew plunging to their deaths. Investigators boarded the ship to document the scene and collect evidence, including the vessel’s data recorder and information from its engine room, according to board chair Jennifer Homendy. Investigators also interviewed the captain and crew members.
“Our mission is to determine why something happened, how it happened and to prevent it from recurring,” Homendy said at a news conference days after the disaster.
According to the preliminary report, at 1:25 a.m. on March 26, when the Dali was a little over half a mile away from the bridge, a primary electrical breaker that fed most of the ship’s equipment and lighting unexpectedly tripped, causing the ship to lose electrical power and experience a blackout. The main propulsion diesel engine shut down after the pumps lost electrical power. The ship’s crew was able to restore power, then called for an assist from tug boats and the senior pilot ordered the ship’s anchor to be dropped.
A second blackout then occurred and a marine radio call was made to warn waterborne traffic. The ship then struck a main support pier on the bridge, causing it to collapse within seconds.…….
apnews.com
The power outage was caused by a crewmember mistakenly closing an exhaust damper, causing the ship’s engine to stall, the report issued by the National Transportation Safety Board said. The ship lost power again and crashed into one of the bridge’s supporting columns shortly after leaving the port on March 26, which brought the bridge down in seconds.
A full investigation could take a year or more, the agency said.
The board launched its investigation almost immediately after the collapse, which sent six members of a roadwork crew plunging to their deaths. Investigators boarded the ship to document the scene and collect evidence, including the vessel’s data recorder and information from its engine room, according to board chair Jennifer Homendy. Investigators also interviewed the captain and crew members.
“Our mission is to determine why something happened, how it happened and to prevent it from recurring,” Homendy said at a news conference days after the disaster.
According to the preliminary report, at 1:25 a.m. on March 26, when the Dali was a little over half a mile away from the bridge, a primary electrical breaker that fed most of the ship’s equipment and lighting unexpectedly tripped, causing the ship to lose electrical power and experience a blackout. The main propulsion diesel engine shut down after the pumps lost electrical power. The ship’s crew was able to restore power, then called for an assist from tug boats and the senior pilot ordered the ship’s anchor to be dropped.
A second blackout then occurred and a marine radio call was made to warn waterborne traffic. The ship then struck a main support pier on the bridge, causing it to collapse within seconds.…….
Cargo ship that caused Baltimore bridge collapse had power blackout hours before leaving port
Investigators probing the March collapse of the Francis Scott Key Bridge in Baltimore said in a preliminary report Tuesday the cargo ship Dali experienced an electrical blackout about 10 hours before leaving the Port of Baltimore while undergoing maintenance.
apnews.com
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CNN) — When the Rev. Mark Nestlehutt boarded the Dali cargo ship a week after it crashed into a Baltimore bridge, anxious questions emerged among the 21 crew members:
“When will I get off the ship? When will I be able to get home?”
More than a month later, crew members still don’t know the answers.
They’ve been confined to the ill-fated Dali ever since it lost power, veered off course and crushed the Francis Scott Key Bridge on March 26, killing six construction workers.
Since then, the 20 Indians and one Sri Lankan on board have mourned the deaths of those lives lost, had their cell phones confiscated by the FBI and endured a series of controlled explosions to break apart a massive piece of bridge stuck atop the ship’s bow.
“It has been tough for the seafarers, primarily (because) they know that there’s been loss of life,” said Gwee Guo Duan, assistant general secretary of the Singapore Maritime Officers’ Union, one of the unions representing crew members on the Singaporean-flagged ship…..
“When will I get off the ship? When will I be able to get home?”
More than a month later, crew members still don’t know the answers.
They’ve been confined to the ill-fated Dali ever since it lost power, veered off course and crushed the Francis Scott Key Bridge on March 26, killing six construction workers.
Since then, the 20 Indians and one Sri Lankan on board have mourned the deaths of those lives lost, had their cell phones confiscated by the FBI and endured a series of controlled explosions to break apart a massive piece of bridge stuck atop the ship’s bow.
“It has been tough for the seafarers, primarily (because) they know that there’s been loss of life,” said Gwee Guo Duan, assistant general secretary of the Singapore Maritime Officers’ Union, one of the unions representing crew members on the Singaporean-flagged ship…..
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The warnings came, sometimes in eerily specific terms, years before a giant cargo ship struck Baltimore’s Francis Scott Key Bridge: A ship could lose power “in close vicinity to a bridge,” an out-of-control vessel could cause “a bridge collapse,” and the Key Bridge was “not designed to withstand collisions from large vessels.”
After the strike caused the bridge’s collapse in March, horrified officials described the catastrophe as one that couldn’t have been anticipated.
But a maritime safety committee, including experts from key government agencies, repeatedly raised the possibility of such a disaster over the past two decades, according to previously unreported records obtained by The Washington Post.
For nearly 10 of those years, as ever-larger cargo ships visited Baltimore’s port, the committee included “Recommendations for bridge protection from ship strikes” on a list of its action items. In 2016, that action item stopped appearing in meeting minutes without explanation.
The group, known as the Baltimore Harbor Safety and Coordination Committee, discussed the Key and Chesapeake Bay bridges, among others.
Maryland pilots — specialists who board large vessels and then guide them safely in and out of port — in particular sounded alarm about local bridges needing more protection from errant ships, the records show……….
More than two dozen committee members did not respond to or declined requests for comment, some saying they could not speak because of ongoing investigations into the Dali disaster. Spokesmen for several entities represented on the committee, including the Association of Maryland Pilots and the U.S. Coast Guard, also did not comment.
Experts disagree about whether any protection could have saved the Key Bridge from the Dali given the ship’s size and speed. But they generally agree that bridge-protection standards have not kept pace with the risk posed by the huge container ships that now regularly call on Baltimore and other East Coast ports.
Upgrades are expensive: A ship-collision protection system for the Delaware Memorial Bridge, which spans the river separating Delaware from New Jersey, is projected to cost more than $90 million.
But the Baltimore disaster shows that a bridge collapse can be extraordinarily expensive, as well as deadly: Rebuilding the Key Bridge will cost nearly $2 billion, according to Maryland officials…….
After the strike caused the bridge’s collapse in March, horrified officials described the catastrophe as one that couldn’t have been anticipated.
But a maritime safety committee, including experts from key government agencies, repeatedly raised the possibility of such a disaster over the past two decades, according to previously unreported records obtained by The Washington Post.
For nearly 10 of those years, as ever-larger cargo ships visited Baltimore’s port, the committee included “Recommendations for bridge protection from ship strikes” on a list of its action items. In 2016, that action item stopped appearing in meeting minutes without explanation.
The group, known as the Baltimore Harbor Safety and Coordination Committee, discussed the Key and Chesapeake Bay bridges, among others.
Maryland pilots — specialists who board large vessels and then guide them safely in and out of port — in particular sounded alarm about local bridges needing more protection from errant ships, the records show……….
More than two dozen committee members did not respond to or declined requests for comment, some saying they could not speak because of ongoing investigations into the Dali disaster. Spokesmen for several entities represented on the committee, including the Association of Maryland Pilots and the U.S. Coast Guard, also did not comment.
Experts disagree about whether any protection could have saved the Key Bridge from the Dali given the ship’s size and speed. But they generally agree that bridge-protection standards have not kept pace with the risk posed by the huge container ships that now regularly call on Baltimore and other East Coast ports.
Upgrades are expensive: A ship-collision protection system for the Delaware Memorial Bridge, which spans the river separating Delaware from New Jersey, is projected to cost more than $90 million.
But the Baltimore disaster shows that a bridge collapse can be extraordinarily expensive, as well as deadly: Rebuilding the Key Bridge will cost nearly $2 billion, according to Maryland officials…….
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I don't believe parts of this story. My employer has ocean containers coming into Baltimore also. Ours were just offloaded in Norfolk and trucked up to Baltimore. No read time lost or anything like that.
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Memorial for Baltimore bridge collapse victims vandalized
A memorial for the six victims of the Francis Scott Key Bridge collapse in Baltimore was vandalized over the weekend
www.independent.co.uk
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And that's Baltimore in a nutshell.......Memorial for Baltimore bridge collapse victims vandalized
A memorial for the six victims of the Francis Scott Key Bridge collapse in Baltimore was vandalized over the weekend
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