The National Transportation Safety Board (NTSB) has strongly criticized Maryland officials for failing to diagnose the risk of Francis Scott Key Bridge a year ago, and suggests that 30 owners of 68 bridges in 19 states will be able to resolve the risk of collision with the plane.
The agency indicated that if Maryland had assessed this way, it had taken steps to reduce the risk of eliminating last year’s tragic key bridge in Baltimore. In its diagnosis, the NTSB found that the key bridge is to a great extent acceptable for the necessary bridges.
The federal agency has warned that many bridges in the country may be above the risky level of danger, though it has been shut down less than suggesting that they are in danger of falling.
This report is part of an ongoing investigation to eliminate the key bridge. According to the guidance established by the American Association of State Highway and Transportation Officers, or Aashto, NTSB found that the falling key bridge, the collapse of the falling key bridge, was about 30 times more than 30 times, after the containers were hit on March 26, 2024.
https://www.youtube.com/watch?v=j1ehsbvwym8
During the last year, NTSB said it identified 68 bridges, including the key bridges, which were produced before 1991 when the Ashto guidance was established and it does not have the current risk diagnosis using the Ashto calculation.
NTSB is recommending that these 30 bridges owe owners assess whether the bridge is above ASHTO’s acceptable level and impose a risk reduction plan if they have a higher risk level than the doorstep of Aashto.
Since 1994, the Federal Highway Administration, or the FHWA, needs new bridges to minimize the risk of collapse from a vessel collision, which has the size, speed and other features of ships that have navigated on the channel below the bridge. The key bridge was built before the FHWA needed a risk diagnosis.
Neither the FHWA nor the Ashto does not need to complete the risk diagnosis for a bridge designed before the release of a 1991 guideline from a bridge. The NTSB noted that the MDTA did not perform, nor did it need to analyze the danger.
Maryland’s diagnosis
However, the NTSB concluded that if the Maryland Transportation Authority (MDTA) estimated the recent ship’s traffic -based key bridge, the MDTA would find that the bridge collision was at risk of falling into a threat to a disaster and was at risk. A dishes collision with the bridge.
NTSB Chair Jennifer Homundi said during his investigation that his agency had asked Maryland for data needed to diagnose the current traffic volume based on the volume of the current traffic volume but MDTA was unable to provide data. NTSB had to produce data itself. He said that the MDTA has not yet diagnosed the danger on the basis of current data till October.
He told reporters, “The owners of the bridge need to know and determine what action they need to take.”
The MDTA said that a diagnosis is underway using Ashto’s procedure when NTSB requested its results in the last fall and is still ongoing.
The MDTA said it was reviewing the recommendations of the NTSB but maintains the catastrophe and the tragic loss of life was the only mistake of the Dali and the overall negligence of its owners and operators who were beyond safety. He noted that the key bridge was approved and allowed by the federal government and complying with these permission.
Masal Eliminating a year after the deadly elimination designed for the new Baltimore Bridge
MDTA said it would provide a updated NTSB within 30 days.
NTSB has informed California, Delaware, Florida, Georgia, Illinois, Louisiana, Maryland, Massachusetts, Michigan, New Hampshire, New Jersey, New York, Ohio, Oregon, Pennsylvania, Rhod Eyland, Texas, Washington and Waskinson. Baltimore’s unconsciousness is one of those on the NTSB list.
The NTSB is also recommending that the FHWA, the US Coast Guard and the US Army Corps of Engineers should set up an intercontinental team to help bridge owners to diagnose and reduce risk, which means improving infrastructure or operational changes.
Collision
The 984 -foot Singapore flag cargo vessel was moving out of the Baltimore Harbor when it suffered a loss of electricity and proliferation and killed the main transplant of the key bridge to the southern ghat, supporting the Spanish, which later fell. Six construction personnel were killed and another injured, as well as one person on the ship.
The key bridge and its pier protection systems were subject to regular protection inspection by certified tower inspectors at the national level. In the recent inspection of the key bridge in March 2021 and May 2023, the deck was found in the deck, super strategic, and satisfactory condition, and the protection of the pier was ranked in place and properly.
Baltimore’s John Hopkins team assesses the possibility of another tragic bridge disaster
Researchers at John Hopkins University in Baltimore are working on a project that assesses the country’s bridges to determine the possibility of any other disaster, which has dropped the key bridge. The research team spokesman told the Insurance Journal that the preliminary results would be released on March 24.
The state is prosecuted by the owner and operator of the Maryland Dali cargo ship, which has led to the end of the bridge, as the families of six workers have been killed in the tragedy, the city Baltimore, small business and others. The owner and manager of Dali has denied responsibility and accuses the state for better saving the bridge against ship attacks.
The US Department of Justice made claims against 3 103 million in October last October against Grace Ocean Private Limited and operator Sanarji Marine, owner of the cargo ship Dali.
NTSB’s Marine Investigation Report is available online.
Photo above: Crane included in the operation of salvation after the elimination of the Baltimore key bridge.
Titles
Maryland
