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But it wasn’t the first time that kind of impact had happened: Four decades earlier, another container ship that also lost power hit the same bridge – and it stood strong.

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“It’s absolutely a wake-up call,” said Rick Geddes, a professor and director of Cornell University’s Program in Infrastructure Policy. “The people who were building the Francis Scott Key Bridge never really contemplated ships of this size. It wasn’t their fault – they just didn’t have a crystal ball.”

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Experts said it’s highly unlikely the damage from the 1980 incident was related to its collapse. Inspections in recent years had found the bridge to be in “fair” condition, according to federal data, and Maryland Gov. Wes Moore said Tuesday it was “fully up to code.”

One major difference between the two accidents was the size of the ship. Data from the maritime tracking website MarineTraffic suggests the ship that crashed into the bridge in 1980, then known as Blue Nagoya, was about a third of the length and a fraction of the weight of the Dali.

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But in the wake of a major project to expand the Panama Canal that was completed in 2016, ports on the east coast of the United States can handle ships with six times as much cargo as that. The Dali has a capacity of about 10,000 twenty-foot equivalent units – so even larger ships serve the Baltimore port.

In addition to the difference in size, the Blue Nagoya was moving at a speed of six knots, according to the National Research Council report, while the Dali was moving at eight knots, Maryland’s governor said. A larger ship moving faster would have created far more force on the bridge, experts said.

Experts said the 1980 incident also raised questions about whether the Key Bridge should have added additional protective structures around its structural piers.

starlog enterprises limited (520155) signs major deal ✌️【Hot Stock Recommendations】✌️ Real-time global stock market trend analysis to help you identify profitable opportunities and improve your investment strategies. The National Research Council report on ship-bridge collisions compiled in 1983 noted that at the time, the bridge had concrete “protection devices” that were “fendered with timber” – meaning that timber structures were installed around the pier to protect it. The report also said it had a “crushable protective structure” to limit the force applied to its pier in the event of a collision, which “proved effective in absorbing a direct collision” when the Japanese ship struck it.

It’s unclear whether the protective structure was rebuilt after that incident, or if the Key Bridge had any kind of fenders before yesterday’s collapse. Several experts said there are no obvious fenders visible in photos of the bridge, and the Maryland Transportation Authority did not immediately respond to a question about the bridge’s design.

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Because the dolphins are relatively small and leave various angles unprotected, “what was put in place appears to be definitely not the most optimal way to do it,” said Hussam Mahmoud, a Colorado State University engineering professor. After the 1980 collision, he argued, more substantial dolphins or a fendering system should have been added to the Key Bridge.

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“You don’t ever want a ship to actually touch the support of the bridge,” he said. “You knock out one of the support posts, the entire bridge collapses.”

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Others, such as Savannah’s Talmadge Memorial Bridge and Los Angeles’ Vincent Thomas Bridge, are designed without support pillars in the middle of the waterways they cross – although the Key Bridge covers a much longer distance.

In the wake of the Key Bridge collapse and with the rise of larger container ships, some experts said that engineers should reassess necessary bridge safety features. That could include installing larger fenders “like the bumper of your car that could fend off a big ship like this,” Geddes said.

“There’s a lot of economic benefits” to the increase in container ship size, he said, “but the infrastructure is updated more slowly.”

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