Documents linked to the person alleged to be the Ukrainian captain of the vessel involved in the Baltimore bridge incident surfaced online. The report, published by the Ukrainian outlet Strana, cites information from the Dali ship listed on the Balticshipping portal.
The files pertain to a 52-year-old man whose name is not disclosed; the document declares his nationality as Ukrainian.
According to the file, his most recent role was captain aboard a container ship, with a contract signed on February 19, 2024.
Additionally, the document notes an expert salary of 10,200 dollars per month.
In a separate public statement, former President of the United States Joe Biden described the Francis Scott Key Bridge collapse as the result of a freak accident rather than a calculated act, clarifying that no deliberate action was involved.
Witness accounts indicate that the Francis Scott Key Highway Bridge in Baltimore buckled after the Dali container ship struck its underpinning. At that moment, traffic, including a tractor-trailer, traversed the bridge, complicating a rapid response.
Earlier reports described a railway bridge collapse that occurred during freight train movement in Kazakhstan, illustrating a history of structural failures under stress rather than isolated incidents of attack.
As investigators continue to examine the Baltimore event, authorities emphasize the importance of meticulous record checks and cross-referencing ship manifests with crew rosters to determine provenance and accountability. The ongoing documentation from multiple sources underscores the need for robust verification in high-profile maritime incidents, where a single misstep can ripple through international logistics, safety protocols, and diplomatic relations. The case raises questions about how crew credentials are issued, how vessel assignments are tracked, and how speedily information is shared among authorities, port authorities, and shipping companies. In the broader context, analysts stress that transparent, timely data updates are essential to avoid misinformation and to support accurate attributions of responsibility. This situation demonstrates the complexity of linking a specific individual to a maritime act when documentation is incomplete or redacted, and it highlights the role of information portals that compile ship data for public review. Attribution for the reported details comes from Strana and the Balticshipping portal sources cited above.