"DIRECT CONNECTION" IS MADE BY MPT TO SERVE ALL OF OUR DIVERSE COMMUNITIES AND IS MADE POSSIBLE BY THE GENEROUS SUPPORT OF OUR MEMBERS.

THANK YOU.

LIVE FROM MARYLAND PUBLIC TELEVISION, THIS IS "DIRECT CONNECTION" WITH JEFF SALKIN.

>> Jeff: ING GOOD EVENING, EVERYONE.

ONE WEEK AGO TONIGHT, THE FRANCISCO OROPESA STILL STOOD OVER THE ENTRANCE TO THE BALTIMORE HARBOR.

A NOW HOURS LATER IT WOULD BE BROUGHT DOWN BY A RUNAWAY CONTAINER SHIP.

>> SIX PEOPLE WERE KILLED AND THE HARBOR WAS CLOSED.

THIS AFTERNOON GOVERNOR MOORE UPDATED THE PROGRESS OF THE RECOVERY MISSION.

>> THE SCALE OF THIS PROJECT TO BE CLEAR, IT'S ENORMOUS.

AND EVEN THE SMALLEST ARE HUGE.

THAT'S HOW WE HAVE TO MOVE FORWARD.

A TEMPORARY CHANNEL ON THE NORTHEAST SIDE OF THE COLLAPSE OPENED EARLIER TODAY.

IT WILL HELP US TO GET MORE VESSELS IN THE WATER, AROUND THE SITE OF THE COLLAPSE.

GOVERNMENT LIGHTS TO AID NAVIGATION AND WILL HAVE A CONTROLLING DEPTH OF 11 FEET.

NOW, WE'RE ALSO MOVING FORWARD ON CREATING A SOUTHWEST CHANNEL FOR DEEPER VESSELS THAT WILL ALLOW FOR A DEEPER DRAW.

THAT CHANNEL WILL MEASURE ABOUT 15 FEET DEEP.

AND IT WILL BE OPEN IN THE COMING DAYS.

>> Jeff: AND JOINING US NOW TO ANSWER YOUR QUESTIONS ABOUT THE DISASTER IS PORT OF BALTIMORE VETERAN PETER BOWE RETIRED C.E.O.

OF ELLIOTT DREDGE SERVICES.

THANK YOU FOR JOINING US.

HELP US ICUALIZE WHAT IS UNDER THE WATER IN THE PORT OF BALTIMORE.

THE DNIEPER PAP PAP IF WE COULD SEE THAT, THE SHIPS NEED 50 FEET, HOW MUCH LEEWAY DO THEY HAVE?

>> WELL, EVERY CHANNEL IS DIFFERENT IN FRONT OF EVERY BRIDGE.

TH THIS CASE THE RIVER IS A SHALLOW RIVER.

A LOT OF THE BOTTOM IS 30 FEET OR AS SHALLOW AS 10 FEET.

I'VE BEEN THERE ON A BOAT MANY TIMES.

SO THE SHIP WOULD HAVE STOPPED IF IT HAD GONE OFF COURSE EARLIER.

BUT RIGHT NOW, THEY SAY THE SHIP IS ACTUALLY RESTING ON THE BOTTOM BECAUSE OF THE WEIGHT OF THE BRIDGE ON TOP OF IT.

>> WHAT ARE THE EDGES LIKE?

I'M PICTURING A MOUNTAIN, VALLEY SOMETHING LIKE THAT WHERE THE SIDES ARE MAYBE FAIRLY STEEP AND THEN YOU GET TO A FLAT BOTTOM.

AND TALK ABOUT THIS, THESE SHIPS THAT REQUIRE 50 FEET OF WATER, THEY GET DARNED CLOSE TO THE BOTTOM, RIGHT?

>> THEY DO.

AND SOMETIMES IT'S AFFECTED BY EXTREME TIDES AND SOMETIMES SHIPS CANNOT BE FULLY LADEN THE HARBOR HAS BEEN DREDGED TO THE DEPTH THAT ACCOMMODATES ALMOST ALL THE SHIPS.

BUT THE HARBOR, THE CHANNEL IS SHAPED LIKE THIS AND IT IS THE FUNCTION OF MATERIAL.

IF IT WERE CLAY IT COULD BE VERTICAL AND MUD MORE LIKE THAT.

WITH MODERN GPS AND TECHNIQUES THE DREDGING EQUIPMENT CAN GET CLOSE TO AN ACCURATE CHANNEL AND THEY SURVEY IT SO FOLKS KNOW WHAT THEY ARE WORKING WITH.

>> Jeff: IS IT POSSIBLE THERE IS AN EXTRA STEP THAT WILL BE NEEDED AFTER THE CORPS OF ENGINEERS GETS THE STEEL OUT IF THERE'S DAMAGE TO THE SIDES OR THE BOTTOM OF THAT CHANNEL AND HOW WOULD THAT BE TACKLED?

AND HOW LONG MIGHT THAT TAKE?

>> THAT'S ACTUALLY SIMPLE ONCE THEY GET THE STEEL OUT.

AND ALL THE DEBRIS RELATED TO THE COLLAPSE AND ANYTHING THAT HAS FALLEN OFF THE SHIP.

THERE ARE SURVEY VESSELS THAT CAN GET A VERY ACCURATE VIEW OF WHAT THE BOTTOM LOOKS LIKE AND LITERALLY, YOU CAN I WILL CALL IT SURGICAL THAT SOUNDS TOO PRECISE YOU CAN KNOW IF THERE ARE LUMPS THAT NEED TO BE CLEANED.

THAT WOULDN'T TAKE LONG.

>> YOUR FIRST THOUGHTS WHEN YOU WOKE UP LAST TUESDAY MORNING AND SAW WHAT HAD HAPPENED, THE LOSS OF LIFE, THE HEROISM OF THE PEOPLE WHO PREVENTED A FURTHER LOSS OF LIFE?

>> WELL, WE ALL SAW THE VIDEO OF THE SHIP HITTING AND THE SPEEDED UP VERSION YOU SAW THE LIGHTS OF VEHICLES CROSSING THE BRIDGE QUICKLY AND THEY STOPPED.

SO THE FIRST THOUGHT WAS WONDERING HOW MANY VEHICLES FELL INTO THE WATER AS HAS HAPPENED ON SIMILAR OCCASIONS.

AND IT IS A MIRACLE THAT THE SHIP'S PILOT WAS ABLE TO GET THE WORD OUT IN LITERALLY 120 SECONDS FROM THE TIME HE SAID MAY DAY HE WAS ABLE TO REACH THE POLICE OFFICERS AND GOT THE BRIDGE SHUT DOWN.

THE FACT THERE WERE NO VEHICLES IN THE WATER IS A MIRACLE.

>> Jeff: I READ, I CAN'T CONFIRM BUT I READ THE FACT THAT THE CREW THE POTHOLE CREW ON THE BRIDGE THE FACT OF THEIR PRESENCE MEANT THERE NEEDED TO BE MORE POLICE OFFICERS ON DUTY AND IT WAS ONLY FOR THAT REASON THEY WERE ABLE TO STOP THE TRAFFIC.

SO YOU KNOW, TRAGEDY AND ALMOST SACRIFICE AT THE SAME TIME.

>> I THINK THAT'S PROBABLY CORRECT.

SADLY SO.

>> Jeff: SO WHEN WE THINK ABOUT WHAT HAS GONE ON THERE AND THE TIME THAT MIGHT BE NEEDED TO REMOVE THE BODIES AND GET THE STEEL AND MAYBE GET THE STEEL FIRST AND BE ABLE TO GET TO THE BODIES, I WAS ORIGINALLY THINKING THIS COULD BE A MATTER OF DAYS AND NOW SEEMS LIKE A BIT LONGER.

>> WELL, THE SITUATION THAT THE FIRST-RESPONDERS THE REMOVAL THE PEOPLE ARE DEALING WITH THERE IS A BRIDGE LAYING ACROSS THE SHIP, WHICH ALL THE STRUCTURAL MEMBERS ARE EITHER IN COMPRESSION OR TENSION.

YOU THINK OF IT LAYING ON TOP OF THE SHIP LIKE THIS AND THE MEMBERS AT THE TOP AND THEIR TENSION AND THE ONES ON THE BOTTOM ARE UNDER COMPRESSION AND ENGINEERS WILL FIGURE OUT HOW TO CAREFULLY AND SAFELY RELIEVE THOSE MEMBERS THAT ARE MORE PROBLEMATIC.

I ACTUALLY THINK THAT THE HARBOR COULD BE IN FULL OPERATION AS QUICKLY AS TWO MONTHS AND I DON'T HAVE ANY ENGINEERING REASON TO SAY THAT OTHER THAN ONCE THE SHIP IS REMOVED, IT WON'T BE A HARD PROJECT RELATIVELY SPEAKING.

I'M SOUNDING LIKE AN OPTIMIST.

BUT TO CLEAR ENOUGH TO GET A SINGLE SHIP THROUGH AT A TIME.

IF YOU THINK ABOUT IT, THERE'S ABOUT 1800 SHIPS A YEAR CALLING ON THE PORT OF BALTIMORE.

IN AND OUT THAT IS 3600 YOU DO THE MATH THAT IS 10 TRANSITS A DAY.

WHAT THEY NEED TO DO IS GET A CHANNEL ONE SHIP WIDE AND SUFFICIENT FOR THAT MANY PASSAGES A DAY.

AND THEY WILL GET THERE.

>> Jeff: YOUR THOUGHTS HAVING BEEN AROUND THE PORT ABOUT THE SHORT-TERM IMPACT TO THE PORT ITSELF, THE BUSINESSES THAT RELY ON IT, YOU THINK ABOUT DOMINO'S SUGAR RUNNING OUT OF SUGAR CANE AND ALSO THE POTENTIAL FOR LONG-TERM IMPACT?

>> AND TWO VERY DIFFERENT QUESTIONS WITH VERY DIFFERENT ANSWERS.

SHORT-TERM, THINGS ARE SHUT DOWN OBVIOUSLY.

BUT ONCE THEY GET A CHANNEL RESTORED, NOT SOMETHING AS WIDE AS WHAT WAS THE CHANNEL UNDER THE KEY BRIDGE.

BUT JUST FOR A SINGLE SHIP TO PASS THROUGH AND THE DEEPER YOU GO THE BETTER IT WILL BE.

YOU HEARD THE GOVERNOR TALK ABOUT 10 OR 15 FOOT DEPTH.

DOMINOES USES BARGES BRINGING RAW SUGAR CANE FROM THE CARRIBBEAN.

THEY DON'T NEED 50 FOOT DEPARTMENTS TO MANAGE THAT PROCESS.

THE SHORT-TERM COMPLETE DISLOCATION.

BUT ONCE THAT A CHANNEL IS OPENED, I FORESEE THAT THE PORT GETTING BACK TO SOME A NEW FORM OF NORMALCY.

IF YOU THINK ABOUT IT THE PORT IS 300 YEARS OLD.

THE BRIDGE IS 50 YEARS OLD.

SO SHIPS HAVE BEEN GOING BACK AND FORTH THE BRIDGE SERVES LOCAL COMMUTERS VERY DISRUPTIVE NOT TO HAVE IT AND IT SERVED TRUCKERS WHO COULDN'T GO THROUGH THE TUNNELS.

THEIR OPTION IS TO GO BARN THE BELTWAY CLEARLY DISRUPTIVE BUT NOT SOMETHING THAT WILL SHUT THE PORT DOWN.

I THINK BEFORE THIS YEAR IS OUT, THE PORT IS GOING TO BE IN A SENSE OF NORMALCY THAT WILL HAVE THE LONGSHOREMEN WORKING AND THE EXPORTS HAPPENING AND VIRTUALLY ALL THE COMMISSIONER SAL TRAFFIC WORKING.

HOW LONG IT TAKES TO BUILD THE BRIDGE IS A DIFFERENT STORY.

>> Jeff: THIS IS LISA IN ALLEGHENY COUNTY.

THANK YOU FOR CALLING.

GO AHEAD.

>> THANK YOU FOR TAKING MY CALL.

AND MY CONDOLENCES TO THE VICTIMS.

IN TERMS OF DREDGING, BECAUSE NOW IT HAS TO BE DREDGED ESSENTIALLY YEARLY, WHERE IS THAT DREDGE MATERIAL GOING TO?

>> Jeff: THANK YOU VERY MUCH.

IT USED TO BE HEART MILLER ISLAND AND IT'S SOMEWHERE ELSE.

>> THEY TAKE IT TO POPLAR ISLAND SOUTH OF ANNAPOLIS.

DUAL USE THEY ARE REBUILDING AN ISLAND AND TURNING INTO A NATURE HABITAT AND THAT IS THE WHERE THE MATERIAL GOES.

>> Jeff: WHEN YOU WERE TALKING BEFORE ABOUT THE FACT THE TAMPA CHANNEL WAS CURVED AND BALTIMORE IS STRAIGHT, IT'S STRAIGHT UNTIL PAST THE KEY BRIDGE AND THEN, OF COURSE, IF YOU ARE GOING SOUTH YOU WOULD HAVE TO TURN RIGHT?

>> CORRECT.

WHEN YOU ARE LEAVING.

>> Jeff: LET'S TAKE A PHONE CALL FROM FREDERICK COUNTY, VIRGINIA THIS IS THERESA.

THANK YOU FOR CALLING.

GO AHEAD.

>> GOOD EVENING.

CAN YOU HEAR ME?

>> Jeff: GO AHEAD WITH YOUR QUESTION.

>> MY QUESTION I'VE HEARD ON THE NEWS THAT THE FEDERAL GOVERNMENT IS GOING TO PAY FOR THE REPAIR TO THE BRIDGE.

AND I'M WONDERING WHY THE SHIPPING COMPANY IS NOT GOING TO BE BILLED FOR THAT?

>> Jeff: PETER HOW IS YOUR MARITIME LAW EXPERTISE?

>> THAT'S THE $64 MILLION QUESTION.

PRESIDENT BIDEN HAS PLEDGED THE FEDERAL GOVERNMENT WILL REPAY TO GET THE BRIDGE BUILT AND I THINK THAT IS WHAT WILL HAPPEN AND I'M SURE THE STATE WILL HAVE TO KICK IN SOME.

WHAT THE SHIPPING COMPANIES ALL THE FOLKS INVOLVED WILL END UP PAYING WILL BE A MATTER FOR LAWYERS AND COURTS FOR A LONGTIME.

THERE'S VERY COMPLICATED INSURANCE INVOLVED HERE.

YOU CAN BE SURE THAT EVERY PARTY INVOLVE SECOND GOING TO END UP PAYING A LOT.

THE GENERAL THOUGHT IS THAT THIS WILL BE THE LARGEST MARINE INSURANCE CLAIM IN HISTORY.

A BILLION-AND-A-HALF DOLLARS, NO ONE REALLY KNOWS AT THIS POINT.

THERE'S MANY ASPECTS TO THE CLAIMS RANGING FROM THE UNFORTUNATE PEOPLE WHO WERE KILLED WHOSE FAMILIES WILL HAVE CLAIMS TO THE COST OF THE SHIP TO THE COST OF THE BRIDGE, TO THE COST OF REMOVAL, TO THE COMPANIES WHO HAVE BEEN AFFECTED BY NOT BEING ABLE TO USE THE CHANNEL.

SO IT'S COMPLICATED.

>> Jeff: I WANT TO ASK EVERYBODY WATCHING US HAS BEEN OVER THE BRIDGE OR UNDER THE BRIDGE OR SEEN IT FROM A DISTANCE.

YOU WORKED IN CLOSE PROXIMITY FOR A LONGTIME.

YOUR PERSONAL FEELINGS ABOUT THAT BRIDGE AND SEEING WHAT IS LEFT OF IT NOW?

>> IT'S SHOCKING.

IT WAS A BEAUTIFUL BRIDGE.

MY PERSONAL FEELING IS I LOVED THERE IS A BUOY I HOPE IT'S STILL THERE NEXT TO THE BRIDGE CALLED THE FORT McHENRY BUOY.

IT WAS RED, WHITE AND BLUE WITH STARS AND STRIPES WHERE THE SHIPS WERE THE BRITISH SHIPS WHEN THEY FIRED ON FORT McHENRY IN THE WAR OF 1812.

THAT'S MY PERSONAL MEMORY OF THAT IS SEEING THAT BUOY AND SO THE CONNECTION WITH FRANCIS SCOTT KEY WAS ONBOARD DURING THAT BATTLE.

>> Jeff: THAT IS WHERE HE WAS SUPPOSED TO HAVE BEEN WHEN HE WROTE THE STAR SPANGLED BANNER.

ANY THOUGHTS ON A REPLACEMENT BRIDGE, YOU SAW WHAT THEY DID IN TAMPA?

HERE THEY MIGHT HAVE THE OPTION TO REUSE THE PARTS THAT ARE STANDING.

HOPEFULLY FIND A WAY TO MAKE THE CHANNEL THE MAIN SPAN WIDER?

>> YOU KNOW, THIS IS A VERY IMPORTANT QUESTION OBVIOUSLY.

I THINK I'VE HEARD GOVERNOR MOORE HAS ASKED FOR A MEMO ABOUT WHAT WENT RIGHT IN FIXING THE MINNESOTA INTERSTATE BRIDGE WHICH COLLAPSED BUT TOOK 13 MONTHS TO REBUILD.

WHAT WENT WRONG AND THE TAMPA SKYWAY BRIDGE TOOK OVER SEVEN YEARS.

AND THE ANSWER IS EVERYTHING IS DIFFERENT.

THERE'S GOOD MANAGEMENT AND BAD MANAGEMENT.

RECENTLY IN PHILADELPHIA AND THE I-95 CLOSE TO HOME.

>> Jeff: PETER WE HAVE TO LEAVE IT THERE.

HOUR THANKS TO PETER BOWE SIR WE APPRECIATE YOUR TIME.

THANK YOU.

AND JOINING US NOW IS Dr. SAL MERCOGLIANO A PROFESSOR AND DEPARTMENT CHAIR AT CAMPBELL UNIVERSITY FORMER MERCHANT MARINER HIMSELF AND HOST OF THE VERY POPULAR YouTube CHANNEL WHAT IS GOING ON WITH SHIPPING.

PROFESSOR THANK YOU FOR JOINING US.

>> THANK YOU FOR HAVING ME, JEFF.

>> Jeff: I LOOKED AT YOUR YouTube CHANNEL THERE WAS A VIDEO YOU POSTED YESTERDAY.

IT HAD 300 SOME THOUSAND VIEWS AND THE TOPIC WAS WHO PAYS?

LET'S START THERE.

WHAT IS THE LAW SAY?

THIS IS GOING TO BE A BILLION IN LOSSES, WHO IS GOING TO PAY FOR THAT?

>> WELL, UNDERSTAND THIS IS UNDER MARITIME LAW.

AND MARITIME LAW IS A DIFFICULT ONE FOR PEOPLE TO UNDERSTAND.

SO IN THIS CASE WE'RE DEALING WITH MULTIPLE LAYERS HERE.

YOU HAVE THE SHIP OWNER WHICH IS A SINGAPORE CORPORATION.

YOU HAVE AN OPERATING COMPANY ANOTHER SINGAPORE COMPANY AND THEN YOU HAVE THE LARGER FIRM THE SHIP WAS OPERATING FOR.

UNDER MARITIME LAW, YOU SUE THE OWNER OF THE SHIP AND THAT IS GOING TO BE WHERE THIS GOES.

THE OWNER OF THE SHIP HAS INSURANCE THROUGH AN ORGANIZATION CALLED BRITANNIA.

AND THEY PROVIDE LAYERS OF PROTECTION.

SO WHAT WE'RE GOING TO SEE HERE IS AN UNTOLLED AMOUNT OF LIABILITY SUITS AGAINST THE SHIP.

UNDERSTAND EVERYBODY INVOLVED WILL SUE.

IF I HAVE A SHIP INSIDE OF BALTIMORE HARBOR AND I CAN'T GET OUT I'M GOING TO SUE.

A SHIP OUTSIDE AND CAN'T GET IN I HAVE TO DIVERT I'M GOING TO SUE.

THE MULTITUDE OF SUITS HERE LET ALONE GETTING INTO THE BRIDGE IS GOING TO BE AN ASPECT HERE.

AND WHEN THE PRESIDENT CAME OUT AND SAID WE'RE PAYING FOR IT THAT MEANS MONEY IS GOING TO BE AVAILABLE.

YOU CAN STILL EXPECT THAT THE LAWSUITS ARE GOING TO BE FILED FOREST CONSTITUTION AGAINST THE BRIDGE.

AND WHAT WE'RE GOING TO SEE IS LAWSUITS THREE YEARS AGO, EVER GIVEN WENT SIDEWAYS IN THE SUEZ AND THERE'S LITIGATION GOING ON WITH THAT THREE YEARS LATER.

>> Jeff: THE SUEZ BACKED UP SHIPS ALL OVER THE PLACE.

WHAT IS HAPPENING FROM YOUR PERSPECTIVE IN TERMS OF THE SUPPLY CHAIN AND THE RIP HE HAD EFFECT ON GLOBAL SHIPPING?

>> WE'RE SEEING TWO THINGS.

ONE THINGS WE'RE SEEING IS SOME CARGO IS BEING DIVERTED TO THE FACILITIES OUTSIDE THE PORT THAT ARE STILL AVAILABLE.

SO WE'RE SEEING CONTAINERS AND CARGO MOVING INTO BALTIMORE.

BUT A TRICKLE OF WHAT IT WAS.

EVERYTHING ELSE IS BEING DIVERTED TO OTHER PORTS.

BUT MOST IMPORTANTLY, THE EXPORTS COMING OUT OF BALTIMORE WILL BE MOST IMPACTED.

COAL, IMPORTED SUGAR AND SALT INTO BALTIMORE THEY CAN'T GO ANYWHERE ELSE BECAUSE OF THE FACILITIES.

THE OTHER THING IS A RISE IN INSURANCE COSTS FOR SHIPS.

INSURANCE COMPANIES WILL BE LOOKING AT WHAT PORTS SHIPS ARE GOING INTO THE UNITED STATES AND IDENTIFYING KEY INFRASTRUCTURE THAT ARE VULNERABLE.

AND IF YOU ARE GOING INTO A PORT THAT HAS VULNERABLE INFRASTRUCTURE, I MAY SEE AN INCREASE IN THE COST TO BRING A SHIP IN.

AND WE'RE ALSO SEEING PORTS TAKING PREVENTATIVE MEASURES MAYBE WE NEED TO DO EXSECURITYING OF SHIPS THROUGH KEY INFRASTRUCTURE WITH TUGS.

MAYBE WE NEED TO SLOW THINGS DOWN.

I THINK WE'RE SEEING EVERYBODY TAKING A MOMENT TO REASSESS THEIR PREVENTIONS AND THEIR PROTECTION DEALING WITH CRITICAL MARITIME INFRASTRUCTURE.

>> Jeff: DOES THE FACT THAT THEY HAVE NOW OPENED UP AN ALTERNATE CHANNEL, 10 FEET DEEP, BUT DOES THAT LESSEN THE PRESSURE?

LIKE CAN DOMINOES SUGAR OFF LOAD RAW MATERIALS IN NORFOLK AND STICK IS IT ON A BARGE AND BRING IT THE REST OF THE WAY?

>> THEY CAN, BUT THE PROBLEM IS THE RATE AND FLOW.

IT WILL BE MUCH SLOWER.

YOU CAN SEE THAT MOVEMENT, BUT IT'S GOING TO BE A TRICKLE PACE COMING IN.

WHAT THEY NEED TO FOCUS ON IS NUMBER ONE, REMOVING THE DALI, GETTING THE SHIP OUT FROM WHERE IT IS.

AND THEY HAVE TO GET THAT SHIP OUT.

AND THEN THE FOCUS IS GOING TO BE BETWEEN THE TWO PILLARS ACROSS THE FEDERAL CHANNEL IS GETTING THE BRIDGE OUT.

A LOT OF THE CUTTING WE'RE SEEING IS TAKING PLACE ON SECTIONS OF THE BRIDGE OUTSIDE THAT AREA.

THEY CAN'T DO ANYTHING UNTIL THEY COME UP WITH A GOOD SALVAGE PLAN TO DEAL WITH THE DALI AND REMOVE THE BRIDGE SECTION FROM THE CHANNEL.

>> Jeff: I'VE COVERED VARIOUS THINGS AT THE PORT OF BALTIMORE FOR A LONGTIME.

THERE HASN'T BEEN THE CASE FOR A WHILE.

THERE USED TO BE REGULAR LONGSHOREMEN STRIKES THAT SORT OF THING.

THE PORT HAS SORT OF A DOUBLE EDGED SWORD THE FACT WE'RE NEAR THE TOP OF THE CHESAPEAKE BAY MEANS EXTRA SAILING TIME FROM THE ATLANTIC OCEAN.

ON THE OTHER HAND IT PUTS YOUR CONTAINERS AND PRODUCT CLOSER TO THE MIDWEST.

HOW DO YOU SEE THAT AFFECTED GOING FORWARD?

I WORRY THAT IF THAT SHIPPING CHANNEL IS NOT OPEN IN THE NEXT COUPLE OF DAYS, AS YOU SAY, MAYBE IT'S HIGHER COSTS CONCERN ABOUT OTHER RISKS ALONG THE CHESAPEAKE BAY THAT SHIPPERS COULD GO ELSEWHERE?

>> I THINK IT IS A MAJOR CONCERN.

UNDERSTAND THE PORT OF BALTIMORE HAS DEVELOPED INTO A MEDIUM SIZED PORT IT IS A JACK OF ALL TRADES.

IT DOES A LITTLE BIT OF EVERYTHING WHICH MAKES IT ONE OF THE BEST PORTS IN THE UNITED STATES.

IT'S NOT PINNED INTO ANY ONE KEY COMMODITY OR TRADE.

LIKE YOU SAID WE ARE HEARING OTHER PORTS ARE TAKING THAT LOAD.

THE PROBLEM IS DO THOSE CARRIERS MAKE THOSE PORTS THEIR HOME PORT AND THEY START AVOIDING THE PORT OF BALTIMORE.

AND THAT IS WHY THE FOCUS HAS TO BE CLEARING THE CHANNEL AS FAST AS POSSIBLE.

UNDERSTAND THIS COULD HAPPEN TO ANY PORT IN THE UNITED STATES.

AND IT JUST WE'VE SEEN FIRST EVER FORWARD TWO YEARS AGO AND NOW THIS.

WE KEEP SEEING THE IMAGES WITH PROBLEMS IN THE PORT OF BALTIMORE.

BUT THE FEAR IS BECAUSE PORTS ARE LOCALLY OPERATED THEY COMPETE AGAINST EACH OTHER AND BALTIMORE IS GOING TO FIND ITSELF IN A POSITION WHERE IT HAS TO MAKE ITSELF ATTRACTIVE ONCE THAT PORT REOPENS.

>> Jeff: UNDERSTAND THERE WILL NOT BE ANYMORE NTSB MEDIA PREVIOUSINGS ON THIS.

THEY WILL WORK ON A PRELIMINARY REPORT.

WHERE DO YOU THINK THE INVESTIGATION OUGHT TO BE FOCUSED RIGHT NOW?

>> WELL, I THINK THE IT IS A BIG MISTAKE NOT SAYING THIS.

THEY CAN START RULING OUT KEY THINGS.

ONE OF THE MOST IMPORTANT THINGS IF THIS IS A SYSTEMIC PROBLEM THIS COULD IMPACT OTHER PORTS.

PARTICULARLY WHAT CAUSED THE POWER OUTAGE ONBOARD THE VESSEL.

OBVIOUSLY THE SHIP'S CREW GOT POWER BACK BECAUSE POWER IS BACK ON THE VESSEL THAT SHOULD BE SOMETHING IDENTIFIED QUICKLY.

WAS IT A FUEL ISSUE?

CONTAMINATED FUEL OR IT SHOULD BE RULED OUT.

IF IT IS A CONTROL ISSUE, ELECTRONIC, COMPUTER, OR A HUMAN ISSUE WE SHOULD KNOW ABOUT IT.

THE BIGGEST CONCERN I HAVE AND THE THING I WANT TO HEAR FROM THE NTSB IS WHEN THE VESSEL LOST POWER ONCE THE POWER CAME BACK ON THEY SHOULD HAVE HAD RUDDER CONTROL AND BEEN ABLE TO COAST THAT VESSEL UNDER THE BRIDGE.

BUT WHAT IS CLEAR THEY DID NOT HAVE RUDDER CONTROL AND THAT IS WHAT LED THE VESSEL CRASH INTO THE PIER AND I WANT TO HEAR WHAT HAPPENED THERE.

WE HEARD THEY WERE GIVING RUDDER COMMANDS ON THE BRIDGE.

WE DON'T KNOW WAS THE RUDDER RESPONSIVE.

>> Jeff: DOESN'T APPEAR TO BE BECAUSE THE SHIP APPEARED TO TURN TO THE RIGHT IN LAYMAN'S TURN INSTEAD TO THE LEFT BEFORE IT CRASHED.

APPARENTLY THE PILOT HAD ORDERED THE PORT-SIDE ANCHOR DROPPED.

>> THAT IS RIGHT.

AND WE DON'T KNOW WHAT CAUSES THE SWING TO THE RIGHT THAT COULD BE THE RUDDER GOT LOCKED INTO A POSITION OR WATER COMING OUT OF CURTIS BAY THAT CAUSES THE STERN TO KICK OUT.

IT COULD BE A MYRIAD OF ISSUES BUT WE WANT TO FIND OUT WHAT HAPPENED ONBOARD OF THE VESSEL.

WE HAVE A PRELIMINARY TIKTOK RELEASED BASED ON THE VESSEL DATA RECORDER BUT THEY WOULD HAVE BEEN INTERVIEWING AND GETTING FROM INFORMATION THE PILOTS FROM THE SHIP'S CREW, BOTH IN THE ENGINE ROOM, THE MACHINERY ROOMS AND UP ON THE BRIDGE.

>> Jeff: LET'S TALK ABOUT THE TUGBOATS A LITTLE BIT.

TUGS ARE NECESSARY TO GET A SHIP LIKE THAT AWAY FROM THE DOCK THEY STAY WITH IT FOR A WHILE IN THE CHANNEL.

YOU REPORTED THAT THE PREVIOUS VESSEL OUT HAD TUGS WITH IT ALL THE WAY TO THE BRIDGE.

TWO THINGS, WHY WAS THAT THE PREVIOUS VESSEL NOT INDICATIVE OF REGULAR PRACTICE AT THE PORT?

SECOND PART IS, EVEN IF A TUG HAD GOTTEN THERE A MINUTE BEFORE IMPACT, BASED ON YOUR WORK, THAT TUG COULD NOT HAVE SAVED THE BRIDGE, IS THAT RIGHT?

>> MSE TORONTO THE VESSEL BEFORE DALI WAS PULLED OFF THE DOCK AND THAT HAPPENED TO BE HAPPENSTANCE.

THEY WERE HEADING TO SPARROW'S POINT.

THEY HAPPENED TO BE THERE FOR THAT.

IT IS NOT STANDARD PRACTICE IN BALTIMORE TO HAVE TUGS ESCORTING THEM OUT.

AND EVEN IF YOU HAD TUGS RUNNING ALONGSIDE, UNLESS YOU WERE HOOKED UP TO THE VESSEL, IT IS A VERY DIFFICULT PROPOSITION TO FORCE A VESSEL THAT SIZE OF THE DALI ALMOST 1,000 FEET, 100,000 TONS AT 8 KNOTS TO MOVE IT OUT OF THE WAY.

IN LARGER PORTS YOU HAVE TRACTOR TUGS LARGE TUGS THAT CAN BE HOOKED ON TO THE STERN THAT CAN PULL A VESSEL AND SLOW IT DOWN AND MANEUVER IT.

BUT THAT IS NOT THE STANDARD SITUATION IN BALTIMORE.

LET'S NOT FORGET WE HAVE SHIPS GOING UNDER BRIDGES ALL THE TIME, 99.I DON'T KNOW HOW MANY 9s OUT.

WHEN DALI LOST POWER AT THAT MOMENT, IT SET ITS COURSE FOR THE SOUTHERN PILLAR.

IF IT LOST POWER A MINERALLER OR LATER YOU WOULD HAVE I ASTORY A SHIP RUNNING AGROUND AND WE WOULDN'T HAVE THE TRAGEDY WE HAVE TODAY.

>> THE KEY BRIDGE I'VE BEEN UNDER IT A MILLION TIMES AND IT WAS NOT TOTALLY DEFENSELESS.

I DON'T KNOW IF THEY WOULD BE CALLED FENDERS OR BUMPERS, CONCRETE BLOCKS.

IN FRONT OF BOTH PILLARS OF THE BRIDGE.

THEY LOOKED LIKE THIS SHIP AT THIS SPEED WOULD HAVE RUN OVER IT.

BUT IT'S NOT AS IF THEY HAD NO DEFENSES.

BUT ARE THERE BETTER DEFENSES OUT THERE?

>> IF YOU LOOK AT WHAT HAPPENED IN TAMPA IN 1980 AND THE BEFORE AND THE AFTER YOU SEE THAT.

THE PILLARS FOR THE NEW BRIDGE ARE ARTIFICIAL ISLANDS YOU HAVE LARGE CONCRETE DOLPHINS THAT ARE AROUND THE BARRIERS FOR THE BRIDGE.

THAT IS A ROBUST PROTECTIVE ENVIRONMENT.

THE KEY BRIDGE WAS BUILT IN 1977 WHEN SHIPS HALF THE SIZE OF DALI WERE THE LARGEST SHIPS COMING NON-OUT OF BALTIMORE.

AND WHEN BALTIMORE UNDERTOOK THE EXPANSION WHEN IT DREDGED THE HARBOR, AND WHEN THEY BROUGHT IN THE LARGE SHIP TO SHORE CRANES TO HANDLE THE THE LARGER VESSELS EVERYBODY WAS TRYING TO ATTRACT LARGER VESSELS TO MAKE THEIR PORTS MORE EFFICIENT.

UNFORTUNATELY WHAT WAS NOT ALWAYS DONE BECAUSE OF THE DIFFUSION WE HAVE IN OUR SYSTEM BECAUSE PORTS ARE LOCAL AND A LOT OF INFRASTRUCTURE IS STATE OR NATIONAL.

NO ONE WAS REALLY LOOKING AT SHOULD WE BE RELOOKING THE THE KEY BRIDGE OR ANY BRIDGE FOR THAT MATTER AND HARDENING IT PUTTING IN MEASURES TO PROTECT IT.

UNFORTUNATELY WE DON'T INVEST IN INFRASTRUCTURE WE ARE DEVELOPING MONEY INTO INFRASTRUCTURE.

BUT OF THE $3 TRILLION THAT WEDNESDAY INTO INFRASTRUCTURE A FRACTION WAS FOCUSED 0 AND THE MARITIME ENVIRONMENT.

>> Jeff: PROFESSOR SAL MERCOGLIANO OF CAMPBELL UNIVERSITY, FOR PEOPLE WHO WANT TO SEE YOUR VIDEOS AND YOUR WORK WHERE DO THEY GO?

>> SURE.

FOLLOW ME ON TWITTER OR GO TO YouTube WHAT'S GOING ON WITH SHIPPING.

>> Jeff: THANK YOU VERY MUCH.

APPRECIATE YOUR TIME.

>> THANK YOU FOR HAVING ME.

>> Jeff: THAT IS "DIRECT CONNECTION" FOR THIS WEEK WE'RE BACK FRIDAY WITH "STATE CIRCLE" AND THE LATEST ON MARYLAND POLITICS.

JOIN US FOR THAT FRIDAY EVENING AT 7:00 P.M. YOU CAN SEE OUR PAST EDITIONS ON-LINE AT VIDEO.MPT.TV.

FOR ALL OF US AT MPT THANKS FOR WATCHING "DIRECT CONNECTION" AND HAVE A GOOD NIGHT.