Federal prosecutors have charged Synergy Marine Group, Synergy Maritime and one employee in connection with the March 2024 collapse of the Francis Scott Key Bridge, alleging a conspiracy to conceal dangerous safety violations aboard the Dali container ship that contributed to the disaster and led to the deaths of six.
The indictment charges Singapore-based Synergy Marine Group, India-based Synergy Maritime and Radhakrishnan Karthik Nair, a 47-year-old Indian citizen who served as the Dali’s technical superintendent, with conspiracy, obstruction of an agency proceeding, false statements and willingly failing to immediately notify the U.S. Coast Guard of a known hazardous condition aboard the vessel.
Prosecutors allege the companies operated the Dali with an unauthorized fuel system that bypassed critical safety safeguards meant to prevent a total loss of power. The two corporations also face misdemeanor charges under the Clean Water Act, Oil Pollution Act and Refuse Act for pollution released into the Patapsco River after the crash, including oil, shipping containers and debris.
“The indictment reveals a pattern of deception and egregious violations that led to the unsafe operation of the Dali which recklessly endangered the public and resulted in the ship striking the bridge,” said Special Agent in Charge Jimmy Paul of the FBI Baltimore Field Office, speaking at a Tuesday news conference. “This indictment should send a message to all ship operators that circumventing safety requirements and breaking U.S. laws will not be tolerated.”
Breaking down the indictment
According to the indictment, the Dali suffered two blackouts in a four-minute span as it departed the Port of Baltimore before slamming into the Francis Scott Key Bridge on March 26, 2024. Investigators allege a loose wire in a high-voltage switchboard likely triggered the first outage. Although the vessel briefly regained power, prosecutors say operators had altered the ship’s fuel system and relied on a flushing pump never designed for continuous operation.
Unlike the ship’s approved backup systems, the flushing pump could not automatically restart after a blackout, leaving the Dali without propulsion or steering control as it approached the bridge. Federal authorities allege the ship would have regained power in time to safely clear the span had it been using the proper fuel supply pumps.
The indictment further alleges crew members and shore-side personnel concealed repeated safety problems, including prior blackouts and hazardous operating conditions that should have been reported to the Coast Guard. Prosecutors also allege that Nair later falsely told National Transportation Safety Board investigators he was unaware the Dali was using the flushing pump to supply fuel to its generators.
Acting U.S. Attorney General Todd Blanche called the indictment “a critical step toward holding accountable those whose reckless disregard for maritime safety regulations caused this disaster.” Speaking at Tuesday’s news conference, Blanche said the collapse caused more than $5 billion in economic damage, shut down shipping traffic through the Port of Baltimore for weeks and released pollutants into the Patapsco River and Chesapeake Bay.
Why the delay?
The indictment was filed April 8 and remained under seal for more than a month. Asked Tuesday about the delay, U.S. Attorney for Maryland Kelly Hayes said she couldn’t comment on that right now.
“At the appropriate time, we can certainly reveal that information,” Hayes said.
The March 26, 2024, collapse killed six roadwork crew members who were filling potholes on the bridge overnight when the Dali struck a main support pier. The disaster severed a critical transportation link for the Baltimore region and triggered months of salvage operations and economic disruption tied to the temporary closure of the Port of Baltimore.
Hayes said Tuesday that remaining crew members are not in law enforcement custody.
“My understanding is they are being held here by agreement,” Hayes said. “We will continue to work with the appropriate authorities to determine their status moving forward.”
The criminal case unfolds alongside Maryland’s separate civil lawsuit against the ship’s owner and operator, which alleges negligence and mismanagement involving a vessel the state argues should never have been allowed to sail.
The trial in that case is scheduled to begin June 1 before U.S. District Judge James Bredar, who has instructed all parties to be ready after months of discovery and delays.