The Unified Command for the Key Bridge Response, led by the US Coast Guard, reported significant progress by the end of May, announcing the clearance of a 400-foot-wide swath of the federal channel on May 20, facilitating the transit of pre-collapse, deep-draft commercial vessels to the Port of Baltimore.
Efforts to remove sections of the wreckage are ongoing, with the Unified Command aiming to fully restore the Fort McHenry Federal Channel to its original 700-foot width and 50-foot depth by June 8-10.
Work continued during the first week of June, focusing on removing portions of the downed bridge. Donjon Marine’s Chesapeake 1000, a heavy-lift crane barge capable of lifting 1000 short tons, played a crucial role in lifting a 500-ton piece of the bridge span.
Cashman Marine’s bucket dredger Dale Pyatt was also active in clearing the roadbed, while Sterling Equipment’s deck barge Cape May and other Donjon equipment were visible on ship tracking websites, including the tug Thomas D. Witte accompanying its dredger Oyster Bay.
The cleanup efforts have reignited discussions surrounding the Jones Act and similar laws governing dredging activities.
While some argue for the necessity of such regulations to ensure domestic equipment and crews are utilized, others, like the Reason Foundation, have criticized the restrictions as protectionist and potentially hindering cleanup efforts.
Despite concerns raised, the utilization of nearby equipment, including the swift deployment of specialized salvage tools, has facilitated a timely and effective response to the Key Bridge collapse.
