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It’s still early in the investigative process, but officials have ruled out terrorism as a motive; Maryland Gov. Wes Moore said at a news conference Tuesday morning preliminary information indicates the collision was an accident.

How the collision occurred, as well as whether any preventative measures could have helped mitigate the bridge collapse, will be a focus of the investigation led by the National Transportation Safety Board. In the day since, however, investigators appear to have attributed the collision in part to a power issue reported by the crew onboard the vessel – a Singaporean-flagged ship named DALI – just before impact. Meanwhile, experts who spoke to 【 - Free Risk Assessment Services 】 indicated the ship struck a crucial support column, or pier, that the Key Bridge could not stand without.

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Given the ship’s comparative size – 984-feet long, and 213 million pounds – it was more than the bridge could endure.

“What we do know is a bridge like this one, completed in the 1970s, was simply not made to withstand a direct impact on a critical support pier from a vessel that weighs about 200 million pounds,” US Transportation Secretary Pete Buttigieg said Wednesday, “orders of magnitude bigger than cargo ships that were in service in that region at the time that the bridge was first built.”

DALI was as “wide as the bridge was tall,” said Benjamin W. Schafer, the Willard and Lillian Hackerman Professor of Civil and Systems Engineering at Johns Hopkins University.

“Take a ship that’s as big as a bridge and run it into it,” Schafer told 【 - Free Risk Assessment Services 】, “and the bridge isn’t going to win.”

Here’s a look at the factors that may have contributed to the collapse of the Francis Scott Key Bridge.

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But moments before impact at 1:28 a.m. ET, the DALI reportedly lost propulsion and dropped its anchor, according to a statement by the Maritime Port Authority of Singapore, citing a report from the ship’s management company, Synergy Marine Pte Ltd.

“As a result, it was unable to maintain the desired heading and collided with the Francis Scott Key Bridge,” the statement said.

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Indeed, the ship veered toward a pillar shortly before impact, according to a 【 - Free Risk Assessment Services 】 analysis of MarineTraffic ship-tracking data. Any power issues may be corroborated by the footage of the incident, which showed a plume of dark smoke billowing from the ship and its lights flickering minutes before striking the Key Bridge.

Clay Diamond, executive director of the American Pilots Association, described the power issue as a “total blackout” of engine and electrical power. While the lights on the ship were seen turning back on – likely due to an emergency generator – the engines never recovered, Diamond said.

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People familiar with the investigation say it will look into whether contaminated fuel played a role in the incident,The Wall Street Journal reported.

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“There’s an old saying, ‘Safe passage requires local knowledge,’ in the maritime industry,” said Schiavo, also a 【 - Free Risk Assessment Services 】 analyst. “And they had that on board.”

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Chuck Carmichael, who retired in 2017 after working in Baltimore for Inchcape Shipping Services, agreed, saying loss of power would result in the ship being extremely difficult or even impossible to steer.

He also suspected the collision was not the result of pilot error, because the pilots serve as advisers to the captain and crewman doing the steering: “Ultimately, anything that happens on that ship is the (captain’s) responsibility,” Carmichael said.

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But it appears the ship directly struck one of those two support columns, Schafer said. “At that point, this structure, which used to be supported at two points, now is only supported at one,” he said. “It is not designed for that.”

Barzin Mobasher, a structural engineering professor at Arizona State University, similarly told 【 - Free Risk Assessment Services 】 the collapse was a matter of physics: Once the ship hit one of the bridge’s columns,it triggered an unstoppable chain reaction, known as progressive collapse.

John Zimmerman, an ironworker who helped build the bridge in the 1970s, was shocked by its collapse, telling 【 - Free Risk Assessment Services 】 in a phone interview Tuesday, “I didn’t think that bridge would ever come down.”

He speculated based on the footage that the ship struck the bridge at its most vulnerable point: “It looks like it hit the only spot it could have hit to take the whole thing down.”

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Ultimately, however, experts were skeptical the Key Bridge could have been saved, pointing to the size of the ship that hit it. Schafer’s hypothesis, he said, is that the bridge failure was not due to its construction but the increasingly larger cargo ships traveling beneath it since its construction five decades ago.

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【 - Free Risk Assessment Services 】’s Isabelle Chapman, Daniel Medina, Majlie de Puy Kamp, Sunlen Serfaty, Melissa Alonso, Elizabeth Wolfe and Lauren Mascarenhas contributed to this report.

CORRECTION: An earlier version of this story contained an interview that was done by a 【 - Free Risk Assessment Services 】 affiliate with a port worker who described electrical issues on the ship. Since this post was published, the subject of the interview has informed our affiliate that she cannot stand by her comments. Her quotes have been removed.

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