sri lanka national flag essay

World Flags 101

Flag Information, Colors, History

Sri Lanka Flag Colors, Meaning & History

The flag of Sri Lanka has a yellow border on the four sides. On the hoist side, there are two vertical stripes colored green to the left and orange to the right. On the fly side, there is a crimson rectangle, with a sword-wielding lion and four Bo leaves.

Meaning of the Sri Lankan Flag

  The lion in the flag represents the Sinhala race. The sword of the lion represents the sovereignty of the country. The vertical stripe of orange stands for the minority Tamil race and the green vertical stripe is for the minority Muslim race. The maroon-colored portion of the flag manifests the other minor religions, and so does the yellow border around the flag which represents other minorities. The bo leaves at the four corners of the flag represent Buddhism and its influence on the country. They also stand for the four virtues – Kindness, Friendliness, Happiness, and Equanimity.

History of the Sri Lankan Flag

Sri Lanka was ruled by various dynasties. Each of the dynasties had its own flag. Sri Lanka, then known as Ceylon, was colonized by European countries as early as the 16th century. The Portuguese arrived first and ruled the country from 1505 to 1658. Then the Dutch took control (1658–1796), and finally the British (1796–1948). The colonial flags were raised in Ceylon through different colonial periods. In 1875, the British introduced a new flag for Ceylon, featuring a Union Jack in the canton and a blue ensign with a green emblem of a golden lion holding a sword on the flyside. This flag represented Ceylon until independence. Upon gaining independence from Britain in 1948, Ceylon initially used a flag with the Union Jack in the canton and a green field with a golden lion holding a sword. In 1951, the design was modified by replacing the lion with a stylized Buddha sitting on a lotus. Sri Lanka became a republic in 1972, and the country adopted the new flag that is still used today. It represents different ethnicities and values of the Sri Lankan people.

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Flags, Symbols, & Currencies of Sri Lanka

The current flag of Sri Lanka was officially adopted on May 22, 1972, although it had been in use since the 1950’s. Its design consists of a golden yellow background, which holds two images. The first images, located on the hoist side of the flag, is made up of two equal vertical stripes of dark turquoise green color on the left and orange color on the right. Together, these stripes take up approximately one-third of the available flag space. The remaining two-thirds of the flag is occupied by a maroon-colored rectangle, which holds the image of a golden lion. This lion is facing left and holding a small, ceremonial sword in its right, front paw. Each corner of the maroon rectangle is marked by a golden yellow leaf. In any size, the flag of Sri Lanka is represented by a height to width ratio of 1:2.

Each of the images and colors on the flag of Sri Lanka has a special symbolic meaning for the country. The two stripes on the left hand side represent the two major minority groups living in Sri Lanka: Moors (green) and Tamils (orange). The dark turquoise green color stands for the Muslim population. The golden yellow background represents the smaller minority populations also living in this country. The lion situated on the right hand side represents the Sinhalese people, who make up around three-quarters of the population of Sri Lanka. The four bo leaves - symbolizing Buddhism and its influence on the country - stand for the four virtues of kindness, friendliness, happiness, and equanimity. Additionally, the 8 curling hairs on the tail of the lion represent the Noble Eightfold Path of Buddhism. The sword is a symbol of the autonomy of Sri Lanka. Finally, the maroon background stands for the many minority religions that are also practiced in this country.

History of the Flag of Sri Lanka

Throughout history, Sri Lanka has had a number of different flag designs. Prior to the colonial era, Sri Lanka was divided into several kingdoms. The Kingdom of Kandy, located in the central and eastern areas of the island was one of the largest of these islands. From 1798 to 1815, this kingdom utilized the same golden yellow background with maroon rectangle and sword-holding lion that is seen on the current flag design. The only difference between this image and that of the present-day flag was seen on the maroon rectangle, which was bordered by a black line. Under British colonial rule, between 1815 and 1948, the flag of this island had a solid blue background with a small Union Jack symbol in its upper left hand corner. In its right half was situated a circular image that held a monument and an elephant. Sri Lanka reverted back to the lion-only flag from 1948 to 1951, with slight changes to the image style.

Historical Flags of Sri Lanka

Flag of the british ceylon.

Flag of Dominion of Ceylon

Flag of Dominion of Ceylon (Republic)

Symbols of Sri Lanka

National coat of arms of sri lanka.

The national emblem of Sri Lanka was adopted in 1972. It features a golden lion in the center, surrounded by petals of gold representing the Blue Lotus flower. The base of the emblem is a traditional grain vase with sprouting sheaves of rice. Sinhalese heraldic symbols of the sun and moon flank either side of the vase. At the top of the emblem is the crest of the Dharmacakra, representing Buddhism.

National Anthem

• Anthem Title: Sri Lanka Matha ("Mother Sri Lanka")
• Music composer and Lyricist: Ananda Samarakoon
• Date of Adoption: 1951

Sri Lanka Matha is the national anthem of Sri Lanka. It was first performed in February 1949 during an official ceremony at the Independence Memorial Hall. The lyrics and music to the song were written by Ananda Samarakoon, with the original song titled "Namo Namo Matha" (Salute! Salute! Motherland). However, other sources indicate that the song writer and composer was Rabindranath Tagore, while some people believe Samarakoon wrote the lyrics and Tagore set them to music. 

In 1950, the government of Sri Lanka set up a committee to pick the Sri Lanka's national anthem. After listening to several songs, the committee settled on Namo Namo Matha and made several minor changes before endorsing it as the proposed anthem in 1951. In 1960, the first line of the anthem was changed from " Namo Namo Matha, Apa Sri Lanka " to the current " Sri Lanka Matha, Apa Sri Lanka " against the Samarakoon's wishes. Samarakoon ended up committing suicide in April 1962, citing the anthem's mutilation as the reason for his action

ශ්‍රී ලංකා මාතා/Sri Lanka Matha (Sinhala)

ශ්‍රී ලංකා මාතා

අප ශ්‍රී..... ලංකා නමෝ නමෝ

නමෝ නමෝ මාතා

සුන්දර සිරිබරිනී සුරැඳි අති

සෝබමාන ලංකා

ධාන්‍ය ධනය නෙක මල් පලතුරු

පිරි ජය භුමිය රම්‍යා

අප හට සැප සිරි සෙත සදනා

ජීවනයේ මාතා

පිළිගනු මැන අප භක්තී පූජා

ඔබ වේ අප විද්‍

ඔබ මය අප සත්‍යා

ඔබ වේ අප ශක්ති

අප හද තුළ භක්තී

ඔබ අප ආලෝකේ

අපගේ අනුප්‍රාණේ

ඔබ අප ජීවන වේ

අප මුක්තිය ඔබ වේ

නව ජීවන දෙමිනේ නිතින අප

පුබුදු කරන් මාතා

ඥාන වීර්ය වඩවමින රැගෙන

යනු මැන ජය භූමී කරා

එක මවකගෙ දරු කැල

යමු යමු වී නොපමා

ප්‍රේම වඩා සැම භේද දුරැර දා

Mother Sri Lanka

Thou Mother Lanka,

Oh Mother Lanka we salute,

salute, salute, salute Thee!

Plenteous in prosperity, Thou,

Beauteous in grace and love,

Laden with grain and luscious fruit,

And fragrant flowers of radiant hue,

Giver of life and all good things,

Our land of joy and victory,

Receive our grateful praise

sublime, we worship, worship Thee.

Oh Mother Lanka! We salute,

Thou gavest us Knowledge and

Thou art our strength and

inward faith,

Our light divine and sentient

Breath of life and liberation.

Grant us, bondage free,

inspiration.

Inspire us for ever.

In wisdom and strength

Ill-will, hatred, strife all ended,

In love enfolded, a mighty nation

Marching onward, all as one,

Lead us, Mother, to fullest

freedom, we worship, worship Thee

The Currency of Sri Lanka is the Sri Lankan Rupee

The currency in Sri Lanka is the Sri Lankan Rupee which has a sign of Rs and a currency code LKR. One Sri Lankan Rupee comprises 100 cents. Sometimes, 'Rp' and 'SLR' are used as currency symbol and abbreviation.

Banknotes and Coins

The currently circulating banknotes are of nine denominations. These are, Rs10, Rs20, Rs50, Rs100, Rs200, Rs500, Rs1,000, Rs2,000, and Rs5,000. All banknotes are made up of 100% cotton pulp except for the Rs200 note which was printed on a polymer substance. This note was issued to observe the 50th anniversary of country’s independence (1948–1998).

The CBSL has so far issued eleven series of currency notes. The first note series was King George VI series and it had only two denominations (Rs1 and Rs10). The Queen Elizabeth II series was the second note series. Development, Prosperity, and Sri Lankan Dancers form themes of the eleventh series of the banknotes.

Sri Lanka used the British issued notes until 1951 and the British issued coins until 1963. The first homegrown coins began circulating in 1963. These coins had the Emblem of Ceylon on the obverse (front side). This series had seven coin denominations of Cts1, Cts2, Cts5, Cts10, Cts25, Cts50, and Rs1. The Rs2 and Rs5 denominated coins were introduced in 1984. On November 17, 2014, the CBSL issued a new series of Rs10 denominated coins to represent the twenty five districts of Sri Lanka. These coins featured one or more distinctive archaeological, cultural, economic, environmental, religious, or social characteristics of each of Sri Lanka’s twenty five districts. The designs of these coins were selected by a nationwide competition called "Design and Shine".

Sri Lankan rupee Banknote

Sri Lankan rupee Coin

Historical Currencies of Sri Lanka

The first paper currency was introduced in Sri Lanka during the Dutch period (1640 AD - 1796 AD). It was known as Kredit Brieven or Kas-nooten. Some of the ancient coins and notes prevalent in Sri Lanka were Kahapana (punch marked coins), Lakshmi Plaques, Mane less Lion coins, Kahavanu or Lankeshvara coin, Swastika coins, and Massa coins. Foreign coins mostly of Greek, Roman, Chinese, Arabic, and Indian origin found presence in Sri Lanka during the ancient times. During the colonial period, Portuguese, Dutch, and British all brought their coins and currencies to Sri Lanka.

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Flag of Sri Lanka

The "Lion Flag" of Sri Lanka was adopted in 1948, but it was used as a symbol of justice for a long time before. Its main motive is yellow lion on a red field holding a sword as a symbol of power. Green and red stripes were added to the left part of the flag after 1815 and these stripes are intended to symbolize Hindu Tamils and Muslim Maurs minorities living on the island beside the Sinhalese majority. Moreover, after renaming in 1972 from Ceylon to Sri Lanka, four yellow leaves were added to the lion´s field. Each leaf should remind one of the Buddhist values - kindness, compassion and desire to be a benefit for the society, joy, peace and well-balanced mind.

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Sri Lanka National Flag :  Everything You Need to know About it

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Do you know the history behind Sri Lanka’s national flag? The flag symbolises national pride and unity for Sri Lankans, and its design has a fascinating story behind it. In this blog post, we’ll explore the history of the Sri Lankan flag and its significance to the country.

What is the National Flag of Sri Lanka

The National Flag of Sri Lanka is a yellow and orange flag divided into two parts. On the left are two strips of orange and green, representing the country’s two most significant minorities: the Tamils and the Muslims. In the centre of the flag is a lion holding a sword, representing the majority Sinhala race. The four corners feature Bo leaves, which represent courage and strength. The flag was officially adopted in 1978 and has become a symbol of Sri Lankan unity and national pride. It is often seen in public places, flown by government buildings, and displayed in homes throughout the country.

The History of Sri Lanka’s National Flag

The Sri Lankan National Flag is a significant symbol of the country’s history and heritage . It has been in use since the reign of King Vijaya in the 5th century BC. Over the centuries, it has become a symbol of freedom and independence for the Sri Lankan people. In 1948, a National Flag Committee was established to design a new flag representing all Sri Lankans. The committee proposed a design featuring a lion holding a sword and two vertical stripes of green and orange at the hoist. This design was officially adopted on December 17, 1978 and continues to be used today as the nation’s official flag.

Who designed Sri Lankan Flag

The design of the Sri Lanka National Flag we know today was proposed in 1948 by A. Sinnalebbe . A picture of the civil standard of the last King of Sri Lanka, Sri Wickrama Rajasingha , inspired the flag. It featured a lion holding a sword, lotus leaves and two vertical stripes in orange and green representing the Hindus and Muslims on the island. The flag was officially adopted on December 17, 1978. The lion is thought to have first appeared when King Vijaya arrived in Sri Lanka from India and has been used as a symbol of strength ever since.

The Sri Lanka Flag Background Texture

The Sri Lanka flag background texture is an integral part of the national flag design and has a long history. It was first adopted in 1948 when the National Flag Committee decided to use a silk fabric with a red and yellow background. This background was chosen because it symbolised strength and unity, both essential values for Sri Lankans. The material also represented the traditional craftsmanship of Sri Lanka and its rich cultural heritage. The fabric was later updated in 1972 when the government adopted the official flag. Today, the Sri Lanka flag background texture features a navy blue shade to represent the country’s sovereignty, with the lion and sword remaining in gold.

The Meaning of the Colors in the Flag

The colour of the Sri Lankan flag is symbolic and has a deep meaning. The yellow background of the flag represents the country’s culture, while the bold red stripe on the hoist side symbolises the blood of those who have given their lives for freedom and justice. The two vertical stripes are green and orange, representing the minority Muslim and Hindu Tamil communities. The yellow colour is also said to symbolise the four virtues of kindness, compassion, joy and equanimity. Finally, the lion holding a sword in the centre of the flagsymbolises bravery and courage. It also stands for power, justice and sovereignty.

Why is the lion holding a sword in Sri Lanka Flag?

The lion and sword on the flag are two of the most iconic symbols in Sri Lankan culture. The lion represents the country’s strength and courage, while the sword symbolises its sovereignty. According to legend, when King Vijaya arrived in Sri Lanka from India in the 5th century BC, he brought a stylised lion holding a sword in its right paw. This symbol was used extensively by monarchs who followed King Vijaya, and it became a symbol of freedom and hope. The sword of the lion represents the sovereignty of the nation, while the curly hair on the head stands for religious observance, wisdom and meditation. The nose of the lion stands for intelligence, and its two front paws for purity in handling wealth. The sword’s handle also has symbolism; it is said to represent the elements of water, fire, air and earth.

The Representation of Minorities in the Flag

The Sri Lanka National Flag has a complex history and symbolism. The two primarycolours of the flag, green and orange, represent the two main minority groups in the country, Tamils and Muslims. The vertical yellow border separating the green and orange symbolises the separation between the Sinhala majority and the two minorities. The National Flag Committee of 1948 was formed to create an integrated flag to bring all communities together, and in 1972 the official flag was adopted. The symbolism of the lion and sword further highlights the importance of getting all communities together, unifying them under one banner. The flag has been a source of unity in Sri Lanka, representing minorities while also representing the majority Sinhala population.

The Meaning Behind the Design

The design of the Sri Lankan national flag was carefully considered during the National Flag Committee of 1948. The committee eventually settled on a design featuring two vertical stripes of orange and green, a lion at the centre, and four Bo leaves at the corner. The orange and green stripes represent the two major ethnic groups in Sri Lanka, the Tamils and the Sinhala. The lion represents the Sinhala race, which is known for its courage and strength and reflects the country’s ancient history of powerful rulers. The four Bo leaves represent the four virtues of kindness, compassion, joy, and equanimity. The sword held by the lion symbolises the country’s sovereignty and the power to defend it. Together, these elements combine to create a powerful symbol of unity, representing all the people of Sri Lanka regardless of their ethnic or religious backgrounds.

Free Download Sri lanka National Flag Photos | Sri Lanka Flag Wallpaper Free Download

Flag of Sri Lanka

The Singh Flag or Lion Flag consists of a golden lion with a sword on a burgundy background with four golden ficus leaves, one in each corner. It is bordered by gold, and on the left are two vertical stripes of equal size in green and orange. The flag was adopted on May 22.

We offer to download the flag of the country for free in png and svg formats. This is a rectangular or square flag, official, not deformed.

What does the flag of Sri Lanka mean?

• The lion is a symbol of the strong and noble Sinhalese people;
• the four leaves of the religious ficus symbolize the four Buddhist virtues;
• the sword symbolizes the greatness and sovereignty of the nation, the power of the people; 
• the sword hilt symbolizes the four elements: air, water, fire and earth; 
• the orange stripe reflects the Tamil ethnicity; 
• green stripe indicates Muslim ethnicity; 
• dark red background represents the majority of Sinhalese;
• a yellow border around the flag symbolizes other minorities, such as the Malayalam, Burghers, indigenous Veddas, Kaffirs and others.

History of the flag of Sri Lanka

The national flag of Sri Lanka has the image of a lion, which is found on many historical flags of this country. The first archaeological evidence of the lion image used on the modern national flag dates back to the reign of Dutugemunu. Other sources mention the use of a lion flag during the Dutch War. Instead of the lion flag, after the colonization of Sri Lanka by the British, the Union Jack flag was used. This flag was used until the country gained independence in 1948.

In 1948, Sri Lanka held its first independence celebration after the first parliamentary elections in the country. The celebration was held in Independence Square in Colombo, where the lion flag was raised high. Afterwards, the parliament held a debate on the shape of the Sri Lankan national flag. Prime Minister Don Stephen Senanayake appointed a committee to design the flag. In 1951, the flag was first hoisted according to the final recommendation of the committee, in which some elements were added. 

In 1972, Dr. Nissanka Wijeratne (Sinhala: නිශ්ශංක පරාක්‍රම විජයරත්න) took the initiative to replace the four spearheads in each corner of the red part of the flag with four leaves of the religious ficus tree, which symbolize the four Buddhist virtues of love, compassion, understanding and self-control. The modified national flag is still used as the national flag of Sri Lanka.

The national flag, which is the main symbol of the country's identity to the world, is like a mirror reflecting the historical past, pride, sovereignty and independence of Sri Lanka, as well as the unity and equality of the people.

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• Essays English Grade 7

My Country English essay

My country is Sri Lanka. It is a small island in the Indian Ocean. This is an agricultural country. Most of the people are farmers.

Sri Jayawardenapura Kotte is the capital of Sri Lanka. The population of my country is about twenty million. There are several communities in Sri Lanka. They are the Sinhalese, the Tamils, the Muslims and the Burghers.

Piduruthalagala is the highest mountain and Mahaweli is the longest river in Sri Lanka. We gained independence in 1948. My country is a Republic today. Our national anthem is ‘Sri Lanka Matha’. The official languages in Sri Lanka are Sinhala, Tamil and English.

Our national flag is called the Lion Flag. Our national flower is the Blue Water Lily, our national tree is the Na tree, the national bird is the Jungle Fowl, the national animal is the Giant Squirrel and our national sport is Volleyball. But Sri Lanka is famous for Cricket. The world’s best team comes from Sri Lanka.

There are many tourist attractions in my country. Waterfalls, sanctuaries, botanical gardens and sandy beaches are some of them. I love my country very much.

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When Vijaya, the first King of the island of Sri Lanka, arrived in Sri Lanka from India in 486 BC, he brought with him a flag with a symbol of a lion on it. Since then the Lion symbol played a significant role in the history of Sri Lanka. It was used extensively by monarchs [...]

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The Sri Lankan National Flag

When Vijaya, the first King of the island of Sri Lanka, arrived in Sri Lanka from India in 486 BC, he brought with him a flag with a symbol of a lion on it. Since then the Lion symbol played a significant role in the history of Sri Lanka.

The Flag as of today – pinnacles replaced by Bo leaves

It was used extensively by monarchs who followed King Vijaya and it became a symbol of freedom and hope. When the legendary King Dutugemunu embarked on the campaign in which he defeated the Tamil King Elara, who had occupied part of Sri Lanka, he carried with him a banner which portrayed a lion carrying a sword on his right forepaw along with two other symbols, the Sun and the Moon.

The banner was in use until 1815, when the reign of the last king of the Kandyan Kingdom, King Sri Vikrama Rajasinha, was brought to an end with the Kandyan nobility’s signing of the Kandyan Convention on March 2, proclaiming King George III as King of Ceylon and replacing the Lion Flag with the Union Flag as the national flag of Ceylon.

The government of British Ceylon used its own flag. The Lion Flag was taken to England and kept at the Royal Hospital Chelsea. As the years passed, the design of the flag was forgotten by the Sri Lankan public.

Then, as the independence movement in Sri Lanka gained strength in the early 20th century, E. W. Perera, a prominent figure of the independence movement with the help of D. R. Wijewardene, owner of the Sinhala newspaper ‘Dinamina’ discovered the original Lion Flag kept at the Royal Hospital, Chelsea, UK.

A picture of it was subsequently published in a special edition of the Dinamina newspaper to mark 100 years since the end of Sri Lankan independence. The Lion Flag then became a centrepiece of attraction to the public, who for the first time since the fall of the Kandyan Kingdom were now aware of its actual design.

The first Prime Minister of independent Ceylon Hon. D. S. Senanayake, hoisted the Lion Flag at the ceremony on February 4, 1948. This flag depicted a yellow lion holding a sword in the right hand, facing the hoist, on a dark red background, with a yellow border, with four pinnacles of a Buddhist dagaba in the four corners.

Flag of the Kandyan Kingdom (1469 – 1815)

The National Flag Committee was formed in March 1948 and on March 2, 1951, the Lion Flag was accepted, with a few changes as the country’s National Flag. Two vertical bands, one green and the other orange, were included in the flag to represent the Muslim and Tamil communities respectively.

Finally in 1972, when the country adopted the local name of Sri Lanka, the flag was modified once more, with four stylized leaves of the Bo (Pipul) tree, a Buddhist symbol, added to the four corners to replace the four pinnacles. In 1978, the leaves were made more natural.

Symbolism of the Lion Flag The lion: The Sinhalese ethnicity and the strength of the nation The Bo leaves: Buddhism and its influence on the nation. They also stand for the four virtues of Kindness (Mettha), Compassion (Karuna), Equanimity (Upeksha) and (Muditha) Happiness Sword: The sovereignty of the nation Vertical Orange stripe: The Tamil community Vertical green stripe: The Muslim community Yellow border: People from other cultures living in Sri Lanka

Bands of green and orange added in 1951

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Celebration of the 76th Anniversary of Sri Lanka’s Independence in Doha, Qatar

A dignified and elegant ceremony to mark the 76 th Anniversary of Sri Lanka’s Independence was held at the Sri Lanka Embassy in Doha with the participation of overseas Sri Lankan  community in Qatar on 04 February 2024.

The National Flag was hoisted by the Ambassador of Sri Lanka to Qatar Mafaz Mohideen, followed by the singing of the National Anthem by Sri Lankan students of Stafford Sri Lankan School Doha [SSLSD].  The traditional oil lamp was lit by the Ambassador accompanied with four Sri Lankan students of SSLSD representing Sri Lankan ethnicities. A two-minutes of silence was observed in commemoration of national heroes which was followed by multi-faith religious observances. National Day messages of the President, Prime Minister and Minister of Foreign Affairs of Sri Lanka were delivered. The Ambassador and staff took part in a cake cutting ceremony and the function was concluded with the singing of the National Anthem in Tamil.

Addressing the gathering, Ambassador Mohideen, highlighted Sri Lankan’s vision as well as bilateral relations between Sri Lanka and Qatar. The significant role played by the OSL community not only in Qatar but all over the world in Sri Lanka’s path to success is acknowledged.

The Embassy encourages different sectors of the community to organize commemorative and promotional events.  A commemorative event was organized by the Salwa Beach Resort on the same evening and the Ambassador and the staff of the Embassy attended the event which also showcased Sri Lankan cuisines and cultural heritance.  The Ambassador and the staff engaged with Sri Lankan workforce and conveyed the message of appreciation for their contribution to the economy and the Embassy’s commitment to their welfare.

Embassy of Sri Lanka

09 February 2024

Bennie Hawra

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Read the N.T.S.B.’s Preliminary Report on the Baltimore Bridge Collapse

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The 24-page report includes investigators’ initial findings into the collapse of the Francis Scott Key Bridge after it was struck by a container ship.

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NATIONAL SAFETY SPORTATION BOARD + AVIATION HIGHWAY MARINE RAILROAD PIPELINE May 14, 2024 Marine Investigation Preliminary Report Contact of Containership Dali with the Francis Scott Key Bridge and Subsequent Bridge Collapse Location: Baltimore, Maryland Date and Time: March 26, 2024 0129 local time (eastern daylight time) Ship: Dali (Neo-Panamax containership) Accident Number: DCA24MM031 IMO Number: 9697428 Injuries: 8 (6 fatal) On March 26, 2024, about 0129 eastern daylight time, the 947-foot-long Singapore-flagged cargo vessel (containership) Dali was transiting out of Baltimore Harbor in Baltimore, Maryland, when it experienced a loss of electrical power and propulsion and struck the southern pier supporting the central truss spans of the Francis Scott Key Bridge (Key Bridge). A portion of the bridge subsequently collapsed into the river, and portions of the deck and the truss spans collapsed onto the vessel's forward deck (see figure 1). A seven-person road maintenance crew employed by Brawner Builders-which was contracted by the Maryland Transportation Authority (MDTA)-and one inspector employed by Eborn Enterprises, Inc., a subconsultant to the MDTA, were on the bridge when the vessel struck it. The inspector escaped unharmed, and one of the construction crewmembers survived with serious injuries. The bodies of the six fatally injured construction crewmembers have been recovered. One of the 23 persons aboard the Dali was injured. 1 of 24 This information is preliminary and subject to change.

Contact of Containership Dali with the Francis Scott Key Bridge and Subsequent Bridge Collapse NERGY MAERSK MAERSK ERSK Marine Investigation Preliminary Report DCA24MM031 Figure 1. The Dali, with portions of the collapsed Key Bridge across its forward deck and in the Patapsco River, on March 28. The US Coast Guard classified this accident as a major marine casualty.¹ The National Transportation Safety Board (NTSB), according to its Memorandum of Understanding with the Coast Guard, is the lead federal agency for the safety investigation, and, in response to the accident, traveled to Baltimore. As part of the investigative process, the NTSB invited qualified parties to participate in the investigation. While they are not part of the analysis, parties are crucial in helping the NTSB develop the facts around an investigation. The following entities have agreed to serve as party to the Dali investigation: • Synergy Marine Group • Grace Ocean Private Limited • Maryland Transportation Authority (MDTA) Federal Highway Administration 1 A major marine casualty may include any one of the following: (a) the loss of six or more lives, (b) the loss of a mechanically propelled vessel of 100 or more gross tons, (c) property damage initially estimated to be $500,000 or more, and (d) a serious threat, as determined by the Commandant of the Coast Guard with the concurrence of the National Transportation Safety Board Chair, to life, property, or the environment by hazardous materials. 2 of 24 This information is preliminary and subject to change.

Contact of Containership Dali with the Francis Scott Key Bridge and Subsequent Bridge Collapse Association of Maryland Pilots • Nippon Kaiji Kyokai (ClassNK) • HD Hyundai Heavy Industries Co., Ltd • Maritime & Port Authority of Singapore Marine Investigation Preliminary Report DCA24MM031 The parties were formed into specialized investigative groups led by NTSB group chairs in the areas of nautical operations (ship handling, cargo, and navigation), engineering (propulsion and electrical), survival factors (search and rescue), bridge structures (design and protection), and recorders (electronic evidence). The Chair of the NTSB traveled with the investigative team and acted as the agency spokesperson. In addition, the Singapore Transport Safety Investigation Bureau (TSIB), the Sri Lanka Merchant Shipping Secretariat, and the India Directorate General of Shipping are coordinating with the NTSB as representatives of the substantially interested states.2 1 Accident Events 1.1 Dali's Main Propulsion System The Dali was propelled by a single, slow-speed, 55,626-hp (41,480-kW) diesel engine manufactured by Hyundai MAN B&W (see figure 2). The engine was directly connected to a single, right-turning propeller. To run the main engine, one of the vessel's four diesel generators must be operating and supplying the vessel with electrical power. The emergency generator alone cannot be used to restart or run the main engine. The Dali's main engine required compressed air directed into its cylinders to start and change direction. To change from ahead (moving forward) to astern 2 According to International Maritime Organization Resolution MSC.255(84), a substantially interested state is a State: (1) which is the flag State of a ship involved in a marine casualty or marine incident; (2) which is the coastal State involved in a marine casualty or marine incident; or; (3) whose environment was seriously damaged by a marine casualty (including the environment of its waters and territories recognized under international law); (4) where the consequences of a marine casualty or marine incident caused, or threatened, serious harm to that State or to artificial islands, installations, or structures over which the State is entitled to exercise jurisdiction; (5) where, as a result of a marine casualty, nationals of that State have lost their lives or received serious injuries; (6) that has important information at its disposal that the marine safety investigating State(s) consider useful to the investigation; or (7) that for some other reason establishes an interest that is considered significant by the marine safety investigating State(s). 3 of 24 This information is preliminary and subject to change.

Contact of Containership Dali with the Francis Scott Key Bridge and Subsequent Bridge Collapse Marine Investigation Preliminary Report DCA24MM031 (moving in reverse), the engine would need to be stopped and then restarted in the opposite direction. The engine was also fitted with alarms and automatic shutdown features to prevent damage to the engine if supporting systems required for its operation, such as the lubricating oil pump (which controls lubricating-oil pressure) or cooling water pump (which supplies a flow of cooling water), were lost. If a loss of electrical power occurred to either of these pumps, the engine would be shut down automatically. As part of a multistep sequence to restart and operate the main engine after a shutdown, the lubricating oil and cooling water pumps would need to be restarted. UNDAI MAN Bak NTSB Figure 2. Left: The Dali's main engine room (looking aft), showing the vessel's engine. Right: NTSB investigators examining the lower level of the vessel's engine room (looking forward). 1.2 Dali's Electrical Power Distribution System The ship's electrical power was supplied by four alternating current generators, which were each driven by a diesel engine. Generator nos. 1 and 4 were rated for 4,400 kW, and generator nos. 2 and 3 were rated for 4,000 kW. The generators were connected to a 6,600-volt high-voltage (HV) main electrical bus by the vessel's power management system (see figure 3) that powered various shipboard equipment, including the main engine lubricating oil pumps, the bow thruster (a propulsor on the ship's bow that that assists with ship maneuverability), and reefer containers 4 of 24 This information is preliminary and subject to change.

Contact of Containership Dali with the Francis Scott Key Bridge and Subsequent Bridge Collapse Marine Investigation Preliminary Report DCA24MM031 3 (refrigerated containers that cool temperature-sensitive cargo). ³ The HV main electrical bus could be split with an installed main bus tie (HVR in figure 5 on page 88), which would isolate two generators on each side of the bus. The bus was designed to be normally operated in a closed-bus configuration (meaning the main bus tie, which connected the two sides of the bus, was closed); this was the case during the accident voyage. 西門 hhhh HV switchboard and breakers B.B. LV switchboard and breakers ELLE 154 n BB NTSB Figure 3. The Dali's power management system in the ship's engine control room. The HV switchboard (which houses the HV bus) and breakers (left) and the LV switchboard (which houses the LV bus) and breakers (right). A 440-volt low-voltage (LV) electrical bus was connected to the HV bus via redundant step-down transformers (TR1 and TR2 in figure 5). The LV bus powered vessel lighting and other equipment, including steering gear pumps and the main engine cooling water pumps. Breakers were located on either side of the step-down transformers—HR1 and HR2 on the HV side, LR1 and LR2 on the LV side. The LV bus ³ An electrical bus is a physical part of an electrical switchboard. (The term bus is a shortened form of bus bars, which are the metal bars physically located within the switchboard.) The bus connects the power produced by generators to systems/devices that require electrical power. Components such as circuit breakers and transformers help handle the electrical power that the bus distributes to the systems/devices requiring electrical power. 5 of 24 This information is preliminary and subject to change.

Contact of Containership Dali with the Francis Scott Key Bridge and Subsequent Bridge Collapse Marine Investigation Preliminary Report DCA24MM031 could also be split with an installed bus tie (LVR in figure 5). The bus was designed to be normally operated with the LV bus tie closed, which was the configuration during the accident voyage. With the LV bus tie closed, one transformer (TR1 or TR2) is designed to be used, with its associated HR and LR breakers (see figure 5). 1.3 Events of March 26 The following timeline depicts the events that occurred in the time leading up to the Dali striking pier no. 17 of the Key Bridge, the bridge's subsequent collapse, and initial search and rescue and recovery efforts for the road maintenance crewmembers (see figure 4). Baltimore NTSB Brooklyn Park Seagirt Marine Terminal Patapsco River Dundalk Francis Scott Key Bridge 0 2 4 mi Figure 4. Area where the Dali struck the Key Bridge, as indicated by the red X. (Background source: Google Maps) Around midnight on March 26, seven road maintenance workers and one inspector were working in the southbound lanes of the Key Bridge, which were closed to traffic. MDTA Police units were stationed at either end of the bridge to alternate traffic on the northbound lanes to protect the construction crew. 6 of 24 This information is preliminary and subject to change.

Contact of Containership Dali with the Francis Scott Key Bridge and Subsequent Bridge Collapse Marine Investigation Preliminary Report DCA24MM031 About 0005, an Association of Maryland Pilots senior pilot and an apprentice pilot boarded the Dali, which was about to depart from Seagirt Marine Terminal en route to Colombo, Sri Lanka, with a cargo of 4,680 containers (56,675 metric tons of containerized cargo). During the master/pilot exchange, the senior pilot asked about the vessel's condition, and the captain reported that the ship was in good working order.4 The Dali was assisted by two tugboats. • • The Bridget McAllister, a 78-foot-long, 5,080-hp tugboat with a 65-ton bollard pull, was secured on the Dali's port quarter.5 The Eric McAllister, a 98-foot-long, 5,150-hp tugboat with a 66-ton bollard pull, was secured on the Dali's port bow. About 0036, the two tugboats pulled the Dali away from the dock. About 0107, the vessel entered the Fort McHenry Channel. Generator nos. 3 and 4 were supplying electrical power to the vessel (see figure 5). All three steering pumps, which turned the ship's single rudder, were online. 4 A master/pilot exchange is required at the start of pilot transits and includes discussion of the vessel's navigational equipment, any limitations of maneuverability, available engine speeds, berthing maneuvers, intended course and speed through the waterway, anticipated hazards along the route, weather conditions, and composition of the bridge team and deck crew both forward and aft, including bow lookout. 5 Bollard pull is a measure of the pulling capability of a vessel at zero speed. 7 of 24 This information is preliminary and subject to change.

Contact of Containership Dali with the Francis Scott Key Bridge and Subsequent Bridge Collapse Marine Investigation Preliminary Report DCA24MM031 DG4 DG3 DG2 DG1 NTSB DGR4 DGR3 DGR2 DGR1 HV BUS (6,600 V) HR2 HVR TR2 LR2 LVR EG HR1 B/T TR1 LR1 LV BUS (440 V) B/T Bow thruster DG Diesel generator Breakers DGR Diesel generator breaker EBUS EBUS Emergency electrical bus EG Emergency generator Open HR High-voltage breaker HV BUS High-voltage electrical bus HVR High-voltage bus tie LR Low-voltage breaker Closed LV BUS Low-voltage electrical bus LVR Low-voltage bus tie TR Transformer Figure 5. Simplified one-line electrical diagram of the Dali electrical power distribution system. Breakers shown reflect their positions at departure on March 26. About 0045, the senior pilot ordered the main propulsion engine (a 55,626-hp [41,480-kW] diesel engine driving a single propeller) to "dead slow ahead." Once in the channel, about 0107, the senior pilot also gave orders for the tugboats to be let go per normal practice. The senior pilot handed control over to the apprentice pilot and remained standing by. The ahead engine orders given during maneuvering would have generally corresponded to the estimated ship speeds (with the vessel loaded) in figure 6. About 0109, the main engine's speed was increased to "slow ahead." The apprentice pilot ordered a course of 141° to transit under the Key Bridge. 8 of 24 This information is preliminary and subject to change.

Contact of Containership Dali with the Francis Scott Key Bridge and Subsequent Bridge Collapse Marine Investigation Preliminary Report DCA24MM031 Engine Telegraph Estimated Ship's Speed (kts) (Ahead) RPM Loaded Ballast NAV FULL 80.05 21.9 23.5 FULL 60 16.8 18.1 HALF 53 14.5 15.7 SLOW 35 10.0 10.9 DEAD SLOW 27 8.1 8.8 STOP Figure 6. The Dali's main engine maneuvering table, which shows ahead engine orders and the vessel's corresponding speeds under two operating conditions: loaded and ballast. The Dali was loaded when it departed. About 0125, the Dali was 0.6 miles-or three ship lengths-from the Key Bridge when electrical breakers (HR1 and LR1) that fed most of the vessel's equipment and lighting unexpectedly opened (tripped) (see figure 7). This caused the first blackout (loss of electrical power) to all shipboard lighting and most equipment, including the main engine cooling water pumps (which controlled engine cooling water pressure) and steering gear pumps. Generator nos. 3 and 4 continued to run and supply electrical power to the HV bus. Most bridge equipment also lost power, and the voyage data recorder (VDR) lost vessel system data feeds. Bridge audio continued to be captured. 9 of 24 This information is preliminary and subject to change.

Contact of Containership Dali with the Francis Scott Key Bridge and Subsequent Bridge Collapse Marine Investigation Preliminary Report DCA24MM031 1 2 NTSB 1 A primary electrical breaker that feeds most of the Dali's equipment and lighting unexpectedly opens (trips). The ship loses electrical power, experiencing a blackout. 2 Main propulsion diesel engine shuts down automatically after pumps lost electrical power. The vessel loses main propulsion (its propeller stops). 3 Crew restores electrical power to the vessel. 4 Call for tug assist. Senior pilot orders anchor dropped. 5 Second blackout occurs. 6 VHF marine radio call is made to warn all waterborne traffic. 7 The Dali hits the Key Bridge. 3 5 6 Dolphin no. 2 7 Dolphin no. 1 Figure 7. The Dali's route on March 26, between the first blackout, and the Dali striking pier no. 17 of the Key Bridge. The location and approximate size of two of the bridge's "dolphins," sheet pile and concrete structures protecting the bridge's piers, are labeled in the lower right. The main propulsion diesel engine was independent of the vessel's four diesel- driven electrical generators; however, the loss of electrical power to the pumps required for its operation resulted in the main engine being automatically shut down, and the vessel lost main propulsion, meaning its propeller stopped. The loss of electrical power stopped all three steering pumps, and, therefore, the rudder was unable to be moved. At the time, the ship was on a heading of 141.7º, a course over ground of 140.8°, and speed over ground of 9.0 knots, with the rudder amidships (0°). At 0126:02, the VDR, which had stopped recording vessel system data when the blackout occurred, resumed recording the data. The VDR audio recording had not been affected by the blackout. The Dali's heading was 144.3° and course over ground was 142.7°. Its speed over ground was 8.6 knots. The apprentice pilot called the pilot dispatcher by mobile phone. At 0126:13, the senior pilot, who had regained control from the apprentice pilot by this point, ordered 20° of port rudder. 10 of 24 This information is preliminary and subject to change.

Contact of Containership Dali with the Francis Scott Key Bridge and Subsequent Bridge Collapse Marine Investigation Preliminary Report DCA24MM031 According to the crew, the emergency generator started and connected to the emergency bus (its breaker would have closed) shortly after the vessel lost electrical power. At this time, the NTSB is still investigating the exact time when the emergency generator started and connected to the emergency bus. Typical for oceangoing vessels, the Dali had an emergency diesel generator (in addition to the four generators) that could be configured to automatically start and connect to the emergency bus if normal electrical power and lighting were lost. When the emergency bus was powered, emergency lighting, navigation and radio equipment, alarms, and other emergency equipment would have been available, and the designated emergency steering pump (no. 3) would have been available to turn the rudder at its low-speed setting. (When operated alone using emergency electrical power, steering pump no. 3 was designed to run at a lower speed, turning the rudder at a slower rate than with all pumps.) However, without the propeller turning, the rudder would have been less effective. The crew manually closed breakers HR1 and LR1, reconnecting generator nos. 3 and 4 and restoring electrical power to the LV bus, supplying electrical power again to the entire vessel. At 0126:39, the pilots called for tug assist. The Eric McAllister was 3 miles away and immediately answered, heading toward the ship (the tug did not reach the Dali before it struck the bridge). At 0127:01, the senior pilot ordered an anchor dropped, and the crew began the process to drop anchor. The pilots' dispatcher called the MDTA Police duty officer and relayed that the ship had lost power. The pilots' dispatcher then notified the Coast Guard about the Dali's loss of power. • The Dali crew was able to restore electrical power to the vessel, but, when the ship was 0.2 miles from the bridge, a second electrical blackout occurred because DGR3 and DGR4, the breakers that connected generator nos. 3 and 4 to the HV bus, opened, causing a total loss of vessel electrical power (HV bus and LV bus). Having connected to the emergency bus by this time, the emergency generator provided electrical power to the emergency equipment continuously through the second electrical blackout. Generator no. 2, which had previously started automatically because it was in standby mode, connected and restored power to the HV bus via DGR2. At 0127:23, the pilot ordered the rudder hard to port (35°). At this point, the main engine remained shut down and there was no propulsion to assist with steering. 11 of 24 This information is preliminary and subject to change.

Contact of Containership Dali with the Francis Scott Key Bridge and Subsequent Bridge Collapse Marine Investigation Preliminary Report DCA24MM031 At 0127:25, one of the pilots made a call by very high frequency (VHF) marine radio to warn all waterborne traffic. At 0127:32, about 31 seconds after the second blackout, the crew manually closed breakers HR2 and LR2, restoring power to the LV bus, which was powered by generator no. 2. (The crew regained electrical power before the vessel struck the pier but was unable to regain propulsion.)6 At 0127:53, the MDTA duty officer ordered the units stationed at the ends of the bridge to close the bridge to all traffic. Once the bridge was closed to traffic, only the maintenance crew and the inspector remained on the bridge. At 0129:10, the Dali's starboard bow struck pier no. 17 of the Key Bridge at 6.5 knots. Six spans of the bridge (the main spans [17, 18, and 19] and spans 20, 21, and 22) subsequently collapsed into the water and across the ship's bow. A Dali crewmember, who was on the bow at the time of the accident, told investigators that, as he was releasing the brake on the port anchor, he had to escape from the falling bridge before he was able to reapply the brake. (Due to ongoing salvage efforts, the amount of anchor chain paid out is still unknown.) As the bridge deck collapsed onto the bow of the Dali, another of the vessel's crewmembers sustained a minor injury while escaping the debris. The road maintenance inspector had been walking the length of the bridge when the ship struck it. He ran north and made it to the nearest surviving span before the rest of the bridge collapsed. The other seven workers were in their vehicles and fell with the bridge. One worker was able to free himself from his truck and was rescued by an MDTA Police boat at 0155. About 0134, the Coast Guard issued an urgent marine information broadcast, requesting assistance from passing traffic. The first Coast Guard boats were on scene about 0151. Multiple agencies searched for survivors throughout March 26. The Coast Guard suspended the active search that evening, and efforts then transitioned to recovery. Six victims were later recovered by divers. 6 After the accident, the crew changed which generators supplied the vessel's electrical power. Generator electrical power was routed to the electrical systems only through HR2, TR2, and LR2 until April 9, when NTSB investigative parties and equipment manufacturer representatives began examining the electrical system. Testing is ongoing. 12 of 24 This information is preliminary and subject to change.

Contact of Containership Dali with the Francis Scott Key Bridge and Subsequent Bridge Collapse Marine Investigation Preliminary Report DCA24MM031 2 Dali 2.1 Background and Specifications The Dali, a 947-foot-long, steel-hulled general cargo vessel (containership), was built by HD Hyundai Heavy Industries Co., Ltd. in 2015. The vessel's draft on departure was 39.9 feet fore and aft, with a cargo of 4,680 containers (56,675 metric tons of containerized cargo). The ship and cargo displaced 112,383 metric tons as loaded at departure. Singapore-based Grace Ocean Private Limited, the vessel's owner, owns 55 ships-a mix of containerships (including Dali), bulk carriers, and tankers. As of March 26, Singapore-based Synergy Marine Group, the vessel manager who provided the crew and operated the vessel for the owner, managed 55 ships under Panama, Marshall Islands, Hong Kong, Liberia, and Singapore flags, including the Dali. The vessel was classed by ClassNK, one of several nongovernmental classification societies that establish and maintain standards for the construction and operation of ships. Through construction and later periodic surveys, classification societies confirm a vessel meets the class's technical rules. 2.2 US Port Calls in March 2024 Since arriving from Sri Lanka to the United States on March 19, the ship had made two other US port calls (Newark, New Jersey, from March 19 until March 21, and Norfolk, Virginia, from March 22 to March 23). On March 23, at 0236, the Dali moored at the Seagirt Marine Terminal in Baltimore Harbor. 2.2.1 Electrical Power Loss on Previous Day On March 25, about 10 hours before leaving Baltimore, the Dali experienced a blackout (loss of electrical power to the HV and LV buses) during in-port maintenance. While working on the diesel engine exhaust scrubber system for the diesel engine driving the only online generator (generator no. 2), a crewmember mistakenly closed an inline engine exhaust damper. Closure of this damper effectively blocked the engine's cylinder exhaust gases from traveling up its stack and out of the vessel, causing the engine to stall. When the system detected a loss of power, generator no. 3 automatically started and connected to the HV bus. Vessel power was restored when crewmembers manually closed HR2 and LR2. Generator no. 3 continued to run for a short period, but insufficient fuel pressure 7 The NTSB is not aware of any other vessel power outages occurring in Baltimore or while in its prior ports, Newark or Norfolk. 13 of 24 This information is preliminary and subject to change.

Contact of Containership Dali with the Francis Scott Key Bridge and Subsequent Bridge Collapse Marine Investigation Preliminary Report DCA24MM031 caused its speed to decrease, and its breaker (DGR3) opened; a second blackout (another loss of electrical power to the HV and LV buses) occurred. In the meantime, the crew had reopened generator no. 2's engine exhaust damper, and the generator automatically restarted and then connected to the HV bus when DGR2 closed. While recovering from this second blackout, the crew switched the bus configuration to use breakers HR1 and LR1 and the bus's associated transformer (TR1) instead of breakers HR2 and LR2, which had been in use for several months. TR1 and its associated breakers, HR1 and LR1, were in use when the ship departed on March 26. The first in-port blackout was caused by the mechanical blocking of the online generator's exhaust gas stack. The second blackout in port was related to insufficient fuel pressure for the online generator. During both of these electrical power-loss events, the online generators' breakers (DGR2 and DGR3) to the HV bus opened before the HR2 or LR2 breakers opened. During the recovery, the crew put TR1 online to feed the LV bus because TR2 had reportedly been in use for several months. The first vessel blackout after departure on March 26 occurred when the HR1 and LR1 breakers opened unexpectedly. The NTSB is still investigating the electrical configuration following the first in-port blackout and potential impacts on the events during the accident voyage. 2.3 Electronic Data 2.3.1 Voyage Data Recorder International Maritime Organization rules require that vessels of 3,000 gross tons and above, constructed after July 1, 2014, and engaged on international voyages be equipped with a full VDR system. International Maritime Organization resolution MSC.333(90) requires that these vessels contain both a fixed and a float-free VDR capsule that record, at a minimum, 48 hours of data. Additionally, the VDR should store internal data of at least 30 days in the VDR's cabinet. The Dali was constructed in 2015 and contained a JRC JCY-1900 VDR. Six hours of VDR data, which tracked events immediately before and after the accident, were downloaded and reviewed on March 26, immediately following the casualty. The VDR's hard drive from the VDR cabinet on the Dali was later removed and downloaded by NTSB personnel with the assistance of the VDR manufacturer. The hard drive contained 34 days of VDR data. 14 of 24 This information is preliminary and subject to change.

Contact of Containership Dali with the Francis Scott Key Bridge and Subsequent Bridge Collapse Other Data Marine Investigation Preliminary Report DCA24MM031 2.3.2 Data from other bridge equipment, including the ship's electronic chart display and information system (ECDIS) and the pilots' portable pilot unit (PPU), were also downloaded. Review of this data continues. 2.3.3 Integrated Control and Monitoring System and High-voltage Electrical Bus The Dali was equipped with an integrated control and monitoring system (ICMS) that retained information related to machinery and system changes and resulting alarms, including vessel engines and the electrical power management system. The NTSB has managed testing of the vessel's HV electrical bus and its components (including the HV and LV breakers) as the investigation parties and the electrical bus manufacturer, HD Hyundai Heavy Industries, Co. Ltd., work to identify the cause(s) of the breakers unexpectedly opening while approaching the Key Bridge and the subsequent blackouts (see figure 8). NTSB DANGER 3093 Figure 8. An NTSB investigator examining the Dali's HV switchboard (which houses the HV bus) and applying tamper-evident preservation seals. 15 of 24 This information is preliminary and subject to change.

Contact of Containership Dali with the Francis Scott Key Bridge and Subsequent Bridge Collapse 2.4 Alcohol and Other Drug Testing Marine Investigation Preliminary Report DCA24MM031 Coast Guard regulations require employers to conduct drug and alcohol testing for those directly involved in a "serious marine incident."8 On March 26, at 0232, the Dali master and chief engineer tested the entire crew for alcohol, per company procedure. All tested negative. At 0317, the senior and apprentice pilots were relieved by another pilot from the Association of Maryland Pilots. The two pilots were taken ashore where, at 0530, both were administered tests for alcohol and other drugs per Coast Guard regulations. Both tested negative. Between 1617 and 1804, a third-party testing provider went aboard the ship to test the entire crew for alcohol and drugs, per Coast Guard regulations. All tested negative for both. The injured crewmember, who had been tested at 0232 with the rest of the crew, had already been taken ashore for medical treatment and was not tested by the third-party testing provider. 2.5 Fuel Testing The ship used three main grades of fuel for the main engine and electrical generators: low-sulfur marine gas oil (LSMGO), low-sulfur heavy fuel oil, and heavy fuel oil. The Dali carried an estimated 1.8 million gallons of fuel in dedicated vessel fuel tanks. None of the vessel's dedicated fuel tanks were damaged. The last time the Dali crew switched fuel was on the evening of March 21, 5 days before the accident, when they switched to burning LSMGO in all engines upon entering US territorial waters (12 miles off the Atlantic coast), as required by emission regulatory requirements. The Dali took on various amounts of all three types of fuel in Newark, New Jersey, on March 19 after the month-long trip from Sri Lanka. Fuel-sample analysis results indicated that the LSMGO fuel bunkered in Newark, which was the same type of fuel in use during the accident events, complied with international standards and regulations. The test results did not identify any concerns related to the quality of the fuel. On March 28, the owner took samples of the LSMGO that was being burned at the time of the accident. At NTSB direction, the owner transferred the samples to an independent laboratory. The test results did not identify any concerns related to the quality of the fuel. 8 See Title 46 Code of Federal Regulations (CFR) 4.03-2-Serious marine incident. 16 of 24 This information is preliminary and subject to change.

Contact of Containership Dali with the Francis Scott Key Bridge and Subsequent Bridge Collapse Marine Investigation Preliminary Report DCA24MM031 On April 11, additional fuel samples were taken from all fuel tanks and various fuel supply manifolds on board the vessel; samples were tested by an independent lab. Fuel-sample analysis results indicated that the LSMGO fuel being burned at the time of the accident complied with international standards and regulations. The test results did not identify any concerns related to the quality of the fuel. 2.6 Hazardous Materials Of the 4,680 containers on board the vessel at the time of the accident, 56 were identified as containing dangerous goods (hazardous materials). The containers were located throughout the ship. The NTSB identified 14 containers, which were recorded as containing hazardous materials, that may have been damaged when the ship struck the Key Bridge or during the subsequent collapse of the bridge deck onto the ship (see figure 9 and table below). These 14 containers were all located forward of the superstructure, inboard in bays 5, 6, and 7.9 10 14 6 2 9 11 13 5 15 7 1 3 1. Alkyl sulfonic acid, liquid 2. Alkyl sulfonic acid, liquid 3. Alkyl sulfonic acid, liquid 4. Corrosive liquid, flammable 5. Lithium-ion batteries in equipment 6. Perfumery products 7. Perfumery products 8. Perfumery products NTSB 9. Alkyl sulfonic acid, liquid 10. Alkyl sulfonic acid, liquid 11. Alkyl sulfonic acid, liquid 12. Sodium hydroxide solution and Alcohols N.O.S. 13. Environmentally hazardous substance, liquid, N.O.S. 14. Environmentally hazardous substance, liquid, N.O.S. Figure 9. Approximate locations of cargo bays (yellow with numbers in white squares) and the 14 impacted hazardous materials shipping containers (orange circles with white numbers) transposed onto the Dali as seen after the accident. Hazardous material container no. 13 was in a portable tank, stored in the hold, below the deck. 9 A superstructure is the area on the main deck of a ship that houses crew stateroom accommodations and the galley. The ship's bridge sits atop the superstructure. 17 of 24 This information is preliminary and subject to change.

Contact of Containership Dali with the Francis Scott Key Bridge and Subsequent Bridge Collapse Marine Investigation Preliminary Report DCA24MM031 Table. Hazardous materials in potentially damaged containers. Description Quantity No. of containers Hazard class¹ Alkyl sulfonic acids, liquids 128,000 kg 6 82 Corrosive liquid, flammable 4,626 kg 1 8 (class 3 subrisk)³ Environmentally hazardous substance, 6,804 kg 1 95 solid, N.O.S. (copper powder)4 Environmentally hazardous substance, 18,270 kg 1 liquid, N.O.S. (alkoxylated long-chain alkyl amine)6 a. Sodium hydroxide solution a. 10 kg 1 b. Alcohols N.O.S. b. 174 kg 1 83 Perfumery products 7,016 kg 3 Lithium-ion batteries in equipment 922 kg 1 9 Notes: 1. See Title 49 Code of Federal Regulations (CFR) Part 173–Shippers-General Requirements for Shipments and Packagings. 2. Class 8 materials are corrosive materials. 3. Class 3 materials are flammable and combustible liquids. 4. N.O.S. means "not otherwise specified." See 49 CFR 172.101-Purpose and use of hazardous materials table. 5. Class 9 materials are miscellaneous hazardous materials. 6. In a portable tank. Stored below deck. The Dali master activated the vessel response plan at 0212 the morning of the accident by contacting crisis and emergency management firm Witt O'Brien's, the qualified individual. 10 Resolve Marine responded as salvor, and Marine Spill Response Corporation responded as the oil spill response organization according to the vessel response plan. The Coast Guard additionally deployed its Atlantic Strike Team and its Salvage Engineering Response Team. The US Army Corps of Engineers and the US Navy Supervisor of Salvage and Diving, among many other agencies, also responded. Responders deployed containment boom around the ship, conducted 10 A vessel response plan is a document that establishes vessel information for use during an oil spill (or if the threat of oil discharge or other unresolved hazardous conditions is present). Information includes designated shore-based resource providers, such as oil spill management and salvage, and procedures for notifying them. A qualified individual is trained in the responsibilities of implementing a vessel response plan. 18 of 24 This information is preliminary and subject to change.

Contact of Containership Dali with the Francis Scott Key Bridge and Subsequent Bridge Collapse Marine Investigation Preliminary Report DCA24MM031 atmospheric monitoring, and plugged the deck scuppers." According to the Unified Command, no hazardous material from containers has reached the water. Salvors are transferring the bulk liquid acid to intact tanks and moving containers ashore. 3.1 Background 3 Francis Scott Key Bridge The Francis Scott Key Bridge was owned and operated by MDTA and was opened to traffic on March 23, 1977, and carried Maryland 695 over the Patapsco River, running from Baltimore to Dundalk, Maryland. The approximately 9,087-foot- long, steel and concrete bridge was comprised of a continuous steel through-truss located over the river's navigation channel; the north and south approaches of the bridge consisted of multibeam plate girder spans (see figure 10). The continuous through-truss main spans of the bridge had a total length of about 2,643 feet and consisted of a 1,200-foot-long main span and two 721.5-foot-long back spans. The main span's navigation vertical clearance was 185 feet, and its navigation horizontal clearance (between the supporting piers) was about 1,100 feet. Continuous steel through-truss Multibeam plate girder spans N Continuous through-truss spans Multibeam plate girder spans Figure 10. The Key Bridge with its truss and spans labeled. (Background source: MDTA) 11 (a) A containment boom is a temporary floating barrier extended used to contain an oil spill. Atmospheric monitoring is the monitoring of an area's air to detect concentrations of certain gases. (b) A scupper is an opening cut through a ship's bulwarks (vertical plating that extends the side of the ship above its weather decks) that allows water collecting on a weather deck to flow overboard. 19 of 24 This information is preliminary and subject to change.

Contact of Containership Dali with the Francis Scott Key Bridge and Subsequent Bridge Collapse Marine Investigation Preliminary Report DCA24MM031 At the time of the collapse, the Key Bridge consisted of four total travel lanes (two northbound and two southbound). The annual average daily traffic for calendar year 2023 was 34,121 vehicles per day, with trucks comprising 10% of traffic. ¹² 3.2 Pier Protection When the Key Bridge was constructed, four large dolphins-two located on the west side of the bridge and two located on the east side of the bridge-were also constructed at the same time to protect pier nos. 17 and 18 supporting the bridge's central through-truss spans. Dolphin no. 1 was about 491 feet west of the center of pier no. 17 and 550 feet clear of the centerline of the navigational channel (see figure 11). The dolphins were constructed with a 25-foot-diameter sheet pile filled with tremie concrete and capped with reinforced concrete (see figure 12). Attached at various locations on the dolphin were 17-foot-long rubber fenders. Dolphin no. 1 491 feet Fort McHenry Channel Pier no. 17 XXX Dolphin no. 3 550 feet Dolphin no. 2 Pier no. 18 Dolphin no. 4 700 feet 550 feet Figure 11. Locations of dolphins relative to the Dali, the Key Bridge, and Fort McHenry Channel. (Background sources: MAXAR and Google Earth) 12 Recent traffic data provided by the MDTA. 20 of 24 This information is preliminary and subject to change.

Contact of Containership Dali with the Francis Scott Key Bridge and Subsequent Bridge Collapse Pier no. 18 Pier no. 17 Dolphin no. 1 Pier fendering system Marine Investigation Preliminary Report DCA24MM031 Figure 12. The Key Bridge and the locations of pier nos. 17 and 18. Insets show dolphin no. 1 as well as pier no. 17's fendering-system surrounding. (Background source: MDTA) In addition to the dolphins, pier nos. 17 and 18 were each surrounded by a 100-foot-by-84.5-foot crushable concrete box and timber fender system, as seen in figure 12. These systems were comprised of hollow, thin-walled, concrete box structures attached to the piers. The timber portions of the fender were attached to the outer face of the concrete box and utilized a combination of vertical and horizontal members. Additionally, steel plates were secured at the base of the vertical timber members. The Dali struck pier no. 17 and the fendering system surrounding the pier but did not contact dolphin no. 1 or its rubber fenders. Both fendering systems surrounding pier nos. 17 and 18 were further damaged during the collapse of the truss spans of the bridge when components of the truss spans impacted portions of the fenders as the components fell into the water. 21 of 24 This information is preliminary and subject to change.

Contact of Containership Dali with the Francis Scott Key Bridge and Subsequent Bridge Collapse Marine Investigation Preliminary Report DCA24MM031 3.3 Bridge Inspections and Condition 13 The Key Bridge was subject to regular inspections in accordance with the National Bridge Inspection Standards. ¹³ These periodic inspections are intended to maintain safe bridge operation and prevent structural and functional failures. In addition to routine bridge inspections, the bridge's steel-truss design and location over the Patapsco River required two additional types of inspections be performed. One of these additional inspections focused on the nonredundant steel tension members within the steel truss, and the other examined the bridge's underwater members. 14 The last inspection of the nonredundant steel tension members was completed in May 2023, and the last underwater bridge inspection was completed in March 2021. Data from these inspections and the routine inspections were entered into the Federal Highway Administration National Bridge Inventory (which records bridge inventory and condition data collected from states, federal agencies, and tribal governments) indicating that bridge inspectors rated the conditions of the deck, the superstructure, and the substructure as being in satisfactory condition. 4 Ongoing Activities The NTSB will continue evaluating the design and operation of the Dali's power distribution system (including its breakers). Examination of damage to the vessel will continue when the ship is clear of debris and moved to a shoreside facility. The NTSB is working with parties to immediately assess their bridges and determine whether pier protection needs to be improved. Specifically, the MDTA is studying short-term and long-term options for upgrades to the existing protection system for the eastbound and westbound spans on the Gov. William Preston Lane Jr. Memorial Bridge (commonly known as the Bay Bridge) near Annapolis. The NTSB is examining the pier protection improvements that have been made on the following bridge collapses resulting from marine vessel strikes that the NTSB has investigated: the Sunshine Skyway Bridge in Tampa Bay, Florida; Queen Elizabeth Causeway Bridge near South Padre Island, Texas; and the I-40 Bridge near Webbers Falls, Oklahoma. 13 23 CFR Part 650 Subpart C–National Bridge Inspection Standards. 14 A nonredundant steel member is a primary steel member fully or partially in tension, and without load path redundancy, system redundancy, or internal redundancy, whose failure may cause a portion of or the entire bridge to collapse; see 23 CFR 650.305–Definitions. In 2022, the Federal Highway Administration started using the term nonredundant steel tension member, replacing the previous term fracture critical member. 22 of 24 This information is preliminary and subject to change.

Contact of Containership Dali with the Francis Scott Key Bridge and Subsequent Bridge Collapse Marine Investigation Preliminary Report DCA24MM031 Interviews, including with bridge experts, waterways management personnel, marine safety and highway regulators, and vessel operators, are planned. Detailed analysis of the VDR bridge audio and further validation of VDR parameters continues. Planned areas of investigation include oceangoing vessels' propulsion and electrical systems; the frequency and causes of vessel contacts with bridges over navigable waters; and bridge-strike mitigation measures such as a combination of vessel-size restrictions, vessel-assist tugs, and bridge-pier protection. The NTSB investigation of all aspects of the accident is ongoing as we determine the probable cause. 23 of 24 This information is preliminary and subject to change.

Contact of Containership Dali with the Francis Scott Key Bridge and Subsequent Bridge Collapse Dali Owner Operator Flag Builder Build year IMO No. MMSI Call Sign Destination Grace Ocean Private Limited Synergy Marine Group Singapore HD Hyundai Heavy Industries Co., Ltd. 2015 9697428 563004200 9V5283 Colombo, Sri Lanka Meteorological Information Sky Water temperature Light Observation time Air temperature Wind speed and Overcast 48°F / 9°C Night 0216 local time (eastern daylight time) 39°F / 4°C 2 kts (calm) direction Visibility Wreckage Information Vessel crew injuries Vessel passenger injuries 10 mi 1 None 7 (6 fatal) Ground injuries Total injuries Damage Fire 8 (6 fatal) Substantial None Explosion None Latitude Longitude 39°12.99' N 76°31.75' W Investigation Marine Investigation Preliminary Report DCA24MM031 Investigator in charge Additional participating parties Substantially interested states Note Marcel Muise Synergy Marine Group, Grace Ocean Private Limited, Maryland Transportation Authority (MDTA), Federal Highway Administration, Association of Maryland Pilots, Nippon Kaiji Kyokai (ClassNK), HD Hyundai Heavy Industries Co., Ltd, and Maritime & Port Authority of Singapore India Singapore Sri Lanka The NTSB travelled to the scene of this accident. 24 of 24 This information is preliminary and subject to change.