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    Battle lines drawn as US states take on big tech with online child safety bills

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    On 6 April, Maryland became the first state in the US to pass a “Kids Code” bill, which aims to prevent tech companies from collecting predatory data from children and using design features that could cause them harm. Vermont’s legislature held its final hearing before a full vote on its Kids Code bill on 11 April. The measures are the latest in a salvo of proposed policies that, in the absence of federal rules, have made state capitols a major battlefield in the war between parents and child advocates, who lament that there are too few protections for minors online, and Silicon Valley tech companies, who protest that the recommended restrictions would hobble both business and free speech.Known as Age-Appropriate Design Code or Kids Code bills, these measures call for special data safeguards for underage users online as well as blanket prohibitions on children under certain ages using social media. Maryland’s measure passed with unanimous votes in its house and senate.In all, nine states across the country – Maryland, Vermont, Minnesota, Hawaii, Illinois, New Mexico, South Carolina, New Mexico and Nevada – have introduced and are now hashing out bills aimed at improving online child safety. Minnesota’s bill passed the house committee in February.Lawmakers in multiple states have accused lobbyists for tech firms of deception during public hearings. Tech companies have also spent a quarter of a million dollars lobbying against the Maryland bill to no avail.Carl Szabo, vice-president and general counsel of the tech trade association NetChoice, spoke against the Maryland bill at a state senate finance committee meeting in mid-2023 as a “lifelong Maryland resident, parent, [spouse] of a child therapist”.Later in the hearing, a Maryland state senator asked: “Who are you, sir? … I don’t believe it was revealed at the introduction of your commentary that you work for NetChoice. All I heard was that you were here testifying as a dad. I didn’t hear you had a direct tie as an employee and representative of big tech.”For the past two years, technology giants have been directly lobbying in some states looking to pass online safety bills. In Maryland alone, tech giants racked up more than $243,000 in lobbying fees in 2023, the year the bill was introduced. Google spent $93,076, Amazon $88,886, and Apple $133,449 last year, according to state disclosure forms.Amazon, Apple, Google and Meta hired in-state lobbyists in Minnesota and sent employees to lobby directly in 2023. In 2022, the four companies also spent a combined $384,000 on lobbying in Minnesota, the highest total up to that point, according to the Minnesota campaign finance and public disclosure board.The bills require tech companies to undergo a series of steps aimed at safeguarding children’s experiences on their websites and assessing their “data protection impact”. Companies must configure all default privacy settings provided to children by online products to offer a high level of privacy, “unless the covered entity can demonstrate a compelling reason that a different setting is in the best interests of children”. Another requirement is to provide privacy information and terms of service in clear, understandable language for children and provide responsive tools to help children or their parents or guardians exercise their privacy rights and report concerns.The legislation leaves it to tech companies to determine whether users are underage but does not require verification by documents such as a driver’s license. Determining age could come from data profiles companies have on a user, or self-declaration, where users must enter their birth date, known as “age-gating”.Critics argue the process of tech companies guessing a child’s age may lead to privacy invasions.“Generally, this is how it will work: to determine whether a user in a state is under a specific age and whether the adult verifying a minor over that designated age is truly that child’s parent or guardian, online services will need to conduct identity verification,” said a spokesperson for NetChoice.The bills’ supporters argue that users of social media should not be required to upload identity documents since the companies already know their age.“They’ve collected so many data points on users that they are advertising to kids because they know the user is a kid,” said a spokesperson for the advocacy group the Tech Oversight Project. “Social media companies’ business models are based on knowing who their users are.”NetChoice – and by extension, the tech industry – has several alternative proposals for improving child safety online. They include digital literacy and safety education in the classroom for children to form “an understanding of healthy online practices in a classroom environment to better prepare them for modern challenges”.At a meeting in February to debate a proposed bill aimed at online child safety, NetChoice’s director, Amy Bos, argued that parental safety controls introduced by social media companies and parental interventions such as parents taking away children’s phones when they have racked up too much screen time were better courses of action than regulation. Asking parents to opt into protecting their children often fails to achieve wide adoption, though. Snapchat and Discord told the US Senate in February that fewer than 1% of under-18 users on either social network had parents who monitor their online behavior using parental controls.Bos also ardently argued that the proposed bill breached first amendment rights. Her testimony prompted a Vermont state senator to ask: “You said, ‘We represent eBay and Etsy.’ Why would you mention those before TikTok and X in relation to a bill about social media platforms and teenagers?”NetChoice is also promoting the bipartisan Invest in Child Safety Act, which is aimed at giving “cops the needed resources to put predators behind bars”, it says, highlighting that less than 1% of reported child sexual abuse material (CSAM) violations are investigated by law enforcement due to a lack of resources and capacity.However, critics of NetChoice’s stance argue that more needs to be done proactively to prevent children from harm in the first place and that tech companies should take responsibility for ensuring safety rather than placing it on the shoulders of parents and children.“Big Tech and NetChoice are mistaken if they think they’re still fooling anybody with this ‘look there not here’ act,” said Sacha Haworth, executive director of the Tech Oversight Project. “The latest list of alleged ‘solutions’ they propose is just another feint to avoid any responsibility and kick the can down the road while continuing to profit off our kids.”All the state bills have faced opposition by tech companies in the form of strenuous statements or in-person lobbying by representatives of these firms.Other tech lobbyists needed similar prompting to Bos and Szabo to disclose their relevant tech patrons during their testimonies at hearings on child safety bills, if they notified legislators at all. A registered Amazon lobbyist who has spoken at two hearings on New Mexico’s version of the Kids Code bill said he represented the Albuquerque Hispano Chamber of Commerce and the New Mexico Hospitality Association. He never mentioned the e-commerce giant. A representative of another tech trade group did not disclose his organization’s backing from Meta at the same Vermont hearing that saw Bos’s motives and affiliations questioned – arguably the company that would be most affected by the bill’s stipulations.The bills’ supporters say these speakers are deliberately concealing who they work for to better convince lawmakers of their messaging.“We see a clear and accelerating pattern of deception in anti-Kids Code lobbying,” said Haworth of the Tech Oversight Project, which supports the bills. “Big tech companies that profit billions a year off kids refuse to face outraged citizens and bereaved parents themselves in all these states, instead sending front-group lobbyists in their place to oppose this legislation.”NetChoice denied the accusations. In a statement, a spokesperson for the group said: “We are a technology trade association. The claim that we are trying to conceal our affiliation with the tech industry is ludicrous.”These state-level bills follow attempts in California to introduce regulations aimed at protecting children’s privacy online. The California Age-Appropriate Design Code Act is based on similar legislation from the UK that became law in October. The California bill, however, was blocked from being passed into law in late 2023 by a federal judge, who granted NetChoice a preliminary injunction, citing potential threats to the first amendment. Rights groups such as the American Civil Liberties Union also opposed the bill. Supporters in other states say they have learned from the fight in California. They point out that language in the eight other states’ bills has been updated to address concerns raised in the Golden state.The online safety bills come amid increasing scrutiny of Meta’s products for their alleged roles in facilitating harm against children. Mark Zuckerberg, its CEO, was told he had “blood on his hands” at a January US Senate judiciary committee hearing on digital sexual exploitation. Zuckerberg turned and apologized to a group of assembled parents. In December, the New Mexico attorney general’s office filed a lawsuit against Meta for allegedly allowing its platforms to become a marketplace for child predators. The suit follows a 2023 Guardian investigation that revealed how child traffickers were using Meta platforms, including Instagram, to buy and sell children into sexual exploitation.“In time, as Meta’s scandals have piled up, their brand has become toxic to public policy debates,” said Jason Kint, CEO of Digital Content Next, a trade association focused on the digital content industry. “NetChoice leading with Apple, but then burying that Meta and TikTok are members in a hearing focused on social media harms sort of says it all.”A Meta spokesperson said the company wanted teens to have age-appropriate experiences online and that the company has developed more than 30 child safety tools.“We support clear, consistent legislation that makes it simple for parents to manage their teens’ online experiences,” said the spokesperson. “While some laws align with solutions we support, we have been open about our concerns over state legislation that holds apps to different standards in different states. Instead, parents should approve their teen’s app downloads, and we support legislation that requires app stores to get parents’ approval whenever their teens under 16 download apps.” More

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      In the evening light, Maribel Malagón stepped outside into a rain storm.It was late October and Malagón, 53, had worked all day picking crab off the eastern shore of Maryland. That night, she and a handful of other seasonal workers walked to a neighbor’s house for an evening of prayer. On the way, Malagón clutched a pendant of St Judas, the patron saint of lost causes, that hung around her neck; she hoped he would hear her prayers for more work.About an hour later, when the women were ready to call it a night, the coastal waters had risen so high that the road leading back to their house was completely submerged.“We didn’t know which way to go. We were afraid that we would fall into the ditches,” Malagón said in Spanish, thinking back on that night two years ago. To make it back home, the women waded through knee-high murky waters. “The island is changing every year.”View image in fullscreenFor more than 20 years, Malagón has been coming to work in crab processing plants on Hoopers Island, one of the many island communities in the Chesapeake Bay.Hoopers Island, a chain of small islands linked by causeways, has been the center of the state’s seafood industry since the early 1900s. Due to its low-lying nature, the region has faced erosion and destructive storms over the years.But rising sea levels are increasing the frequency of flooding, creating uncertainty for the village’s watermen and their families, who have long depended on the seafood industry for their livelihoods. 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      Twenty-four years ago, when Malagón first arrived on the island, her output was prolific. With the precision of a machine and a sharp tiny knife in hand, she would break off the claws, crack open the shells, remove the legs, and scrape out the white meat into containers in seconds. She estimates picking between 40 and 48lb of crab meat in her eight-hour shift.Now, she says 10 hours could go by, and she’ll only have picked 30lb. She suspects the crab population has decreased in number and size over the years.“The crab was huge in my first years here. Our hands would hurt from how big they were. We produced a lot of pounds, but unfortunately, we were paid $2 a pound back then,” said Malagón, who works for one of the five crab houses that remain.View image in fullscreenAubrey Vincent, the owner of Lindy’s Seafood, a processing plant on the island, said wages have significantly increased for her employees. They make about $16 an hour, compared to four or five years ago when they made $7.52 an hour, she said.Some employers pay workers per pound, so the more abundant the catch and meatier the crabs, the more money the women can send home.“For the past five or six years at least, the work is not 100% consistent every season, and it seems to sometimes vary across workplaces,” said Julia Coburn, director of projects and special initiatives at Centro de los Derechos del Migrante (CDM), an advocacy group that supports workers in the region.“The workers are coming with certain expectations about what they can pick in a season and how much pay they can take home, and that’s changing. It’s having a widespread impact on their families beyond their immediate circumstances.”View image in fullscreenVincent said the unpredictable nature of the work has to do more with shifting environmental conditions and weather than any fluctuations in crab availability. She described an industry at odds with numerous economic conditions.“You’ve got a certain amount of costs [of doing business] that have gone up, just like everybody else’s expenses,” she said.Crab populations fluctuate yearly and have always been difficult to predict. But recent years have raised concerns among the state’s seafood houses, which have relied on the temporary worker program since the 1980s, to stay open.Each winter, when crabs are in semi-hibernation, Maryland and Virginia conduct a survey to estimate the number of blue crabs in the Chesapeake Bay and its tributaries. In the mid-1990s to the late 2000s, there was a dramatic decline in the blue crab population. Biologists, as well as the federal and state governments, believed that the problem was due to overfishing and poor water quality, causing a decline in habitat and food, which ultimately led to restrictions on the number of crabs caught for commercial sale in 2008.View image in fullscreenThe 2022 survey estimated 227 million crabs, the lowest ever recorded in the survey’s 33-year history. This led to new limits on the number of male and female crabs watermen could harvest. In 2023, the population bounced back to 323 million, a 40% increase; while these figures are encouraging, scientists urge continued vigilance based on low numbers of juvenile crabs.Today, researchers believe overfishing is less likely to be the sole contributing factor, and instead argue that factors related to the climate crisis could be affecting blue crab reproduction and survival.“We’re certainly seeing evidence in the data that reproductive success is declining,” said Tom Miller, a professor of fisheries science at the University of Maryland Center for Environmental Sciences who studies blue crab populations.View image in fullscreenThe climate crisis could affect the blue crab population in other ways. With shorter winters, crabs could face a longer fishing period, meaning more of them would be caught, said Miller. However, he added that the impact is unclear and an active area of research. Ocean acidification may also contribute to the shells of blue crabs becoming less strong, making them more susceptible to predators.Conservationists also believe pollution and the recent decline in the Bay’s underwater grasses is probably contributing to low blue crab numbers. Another factor could be the presence of the invasive blue catfish in the Chesapeake Bay.“They’re going to be doubly impacted by not only shorter winters, but the shells will become less strong than they once were. There’s a lot changing in the world for crabs,” said Miller.The 2024 blue crab winter dredge survey results will be released in May.View image in fullscreenDespite the unpredictable and temporary nature of the work, many women in central Mexico vie for these positions when recruiters come to towns, hoping to score work authorization.“What we make here in a day would take us a week to make back home,” said Elia Ramírez Rangel, a crab-picker from Hidalgo.For women in particular, there is a dearth of job opportunities in their communities in Mexico and abroad in the US. For some, crab-picking is their best chance of finding sustainable work, said Coburn.View image in fullscreen“There is no source of work back home,” a laborer working on the island for 14 years said in Spanish. She spoke to the Guardian on condition of anonymity for fear of employer retaliation.In 1996, she left Mexico to make a living picking crabs in the Carolinas. She described having to make the arduous decision to leave her two children, aged nine and 11, in the care of her sister and family friends. Over the years, with her earnings and faith in God, she said she was able to afford a house and basic necessities like food and clothing for her children, who are now grown.“It’s been very difficult for me to be far away from them. Even though they’re grown up, I still feel like there’s a void,” she said in Spanish. “When I left them, I didn’t see their achievements, for example, in school. I missed their birthdays.”View image in fullscreenIn 2021, women made up just 12% of H-2B visa recipients to the US. On Hoopers Island, these women often describe coming to the US for work out of necessity. For nine months out of the year, they report leaving their families and children behind for a steady, albeit seasonal, paycheck.Some workers, like Malagón, come to Hoopers Island year after year to work in the local seafood industry, so long as their seasonal work visas are granted. Her father spent decades picking under the hot sun in California’s farmlands as a bracero. At the age of 22, she said poverty and desperation led her to follow in her father’s footsteps; later, she switched to picking crabs, a job her father described to her more suited for women.Over the course of the 20th century, crab-picking in the US became gendered and racialized work. Research shows picking crab meat was work delegated to women based on beliefs that their hands are typically smaller and more nimble. Some scholars argue hiring immigrant workers was a way to pay women less for the work.Crab houses say they have turned to workers from Mexico in recent decades because of a local labor shortage. In order to obtain visas, they need to prove local workers are not able to fulfill those jobs. Before the 1980s it was low-paid work largely carried out by Black women.View image in fullscreenThe journey from central Mexico to Maryland involves an arduous three-day journey by bus. For Malagón, the biggest sacrifice has been the time spent away from her sisters, mother and son.“Leaving was horrible,” said Malagón, who sends money home to her ageing father. Seasons spent laboring abroad have allowed her to transform her family’s once-dilapidated property in the countryside of Guanajuato into a comfortable living space.“The grace of God has given me license to build everything I wanted. I have comforts that I didn’t have before,” Malagón said in Spanish. “We used to sleep on the floor when we were kids, but now, thank God, we have beds. We’ve got a fridge, we’ve got a TV.”View image in fullscreenWith the rising cost of living and less predictable hours, some women report earning less than they once did.Previously, working 10-hour days six days a week could earn them $280 a week, but now, with workers reporting dwindling crab harvests, they sometimes only work three to four days a week and for shorter periods of time. Vincent said women have the opportunity to earn above their hourly rate if they are more productive.View image in fullscreenOther crab-house owners acknowledge that workers may take home less pay depending on the harvest. Jay Newcomb, the former owner of Old Salty’s, a popular crab house and restaurant on the upper island, said his employees make $5 a pound or $17.50 an hour.“That can fluctuate due to the quality of crabs, males versus females, the size of the crabs. Some days it may be better but we have to pay whatever is the highest,” said Newcomb, who downsized his operations in 2021 and sold Old Salty’s to open a smaller restaurant on nearby Taylors Island.The federal average rate is currently $16.42 an hour.View image in fullscreenTo fill their idle hours, many of the women make phone calls home, watch TV together, or look for ways to earn extra income. Currently, workers in Maryland’s seafood industry are exempt from minimum wage and overtime protections under state law.Without public transportation, they often pay or rely on favors from acquaintances to drive them 40 minutes to the nearest city of Cambridge for errands.Over time the repetitive hand motion of picking crab can result in arthritis, back pain, allergies to crab meat, and cuts to their hands from working quickly with the knives used to cut the shells open, according to CDM. Vincent acknowledged that crab picking, like other production jobs, can be physically demanding.View image in fullscreenThe advocacy group also said that women are disincentivized from reporting work-related issues or take sick days because their immigration status is tied to their employer, making them susceptible to labor abuses. Vincent said she provides an anonymous tip line where employees can report issues.Despite the challenges, the women emphasize that they are grateful for the opportunity to work and note that there have been some improvements over time.Today migrant workers have successfully gained more labor protections in part due to laborer testimony and a coalition of groups such as CDM, which have fought for policies that improve working conditions.Some women have begun organizing a Comité de Defensa, where they discuss ongoing issues such as Covid-19 vaccine information, accessing healthcare in this remote region, and how to report work-related injuries. Part of that work also involves disseminating information about their rights with other women on the island and their families, many of whom are also contractors.View image in fullscreenThe view from the cabin where Malagón rents from her employer overlooks the Honga River estuary and distant pine forests. A tree directly outside the house that once provided shade and a place to hang dry clothes was swept away in a storm recently, leaving only a small stump behind.This three-and-a-half-mile stretch of land known as Hoopersville is the middle island of the three that make up Hoopers, dividing the Honga River from the Chesapeake Bay.Surrounded by a lush ecosystem of marshland, wildlife and tall seagrass, the women are also geographically and socially isolated.View image in fullscreenNestled in Dorchester county, a tight-knit community with predominantly conservative values, the women say they turn to their faith in God and seek solace in each other’s company while away from home.@font-face{font-family:Guardian Headline Full;src:url(https://assets.guim.co.uk/static/frontend/fonts/guardian-headline/noalts-not-hinted/GHGuardianHeadline-Light.woff2) format(“woff2”),url(https://assets.guim.co.uk/static/frontend/fonts/guardian-headline/noalts-not-hinted/GHGuardianHeadline-Light.woff) 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      The narrow bridge connecting the middle to the upper island routinely floods in high tide, leaving the women trapped. Lower Hoopers Island, formerly Applegarth, became uninhabitable due to erosion, and a hurricane washed away the bridge in 1933.Malagón vividly remembers the first time she saw the bay’s waters encroaching on the doorstep of the house in 2006. “When I looked outside, I was terrified,” she said. “We had never seen the tide rise that high. Now we see it as more normal.”Flooding has become routine in recent years, threatening the daily lives and futures of locals and women alike.The Chesapeake Bay has risen by about one foot during the past century, which is nearly double the global average. By 2050, sea levels are projected to rise by as much as two feet. Climate models predict that over half of Dorchester county, the third-largest county in Maryland by land area, could be underwater by the end of the century.View image in fullscreenVincent said she has an emergency management plan for a major flooding event during work hours, where she would evacuate her employees, but says there’s only so much she’s responsible for as an employer.CDM argues there is a pressing need for climate adaptation measures from both governments and employers to safeguard seasonal workers’ wellbeing in the long run.“With roads washing out, the communication lines go down – it just increases all these layers of vulnerability,” said Coburn.“The truth is it’s very beautiful living here – except when the tide rises,” said the laborer who has worked on the island for 14 years. During a recent grocery trip to Walmart, 40 minutes away, she said her housemates were unable to return to the island because the bridge was closed due to flooding.View image in fullscreenLanguage barriers can make it difficult for women to stay informed and they often rely on word of mouth from other workers about the bridge flooding.With every passing season, the grueling nature of the job and looming precarity can take a toll emotionally and physically – some of the women question whether it’s worth coming back.“As long as we’re here, we’re going to make the most of it,” said Clara Ramrez, a worker at GW Hall & Son, one of the crab processing plants on the island. (GW Hall & Son did not respond to requests for comment.)Some owners share a common sentiment.“We just do the best we can with what we’ve got, and ultimately, everybody’s goal is the same: to try and make a living,” said Vincent.View image in fullscreenBack at the house, a group of women started to arrive for the new crab season that started on 1 April.This year more visas have been made available, and Vincent scored 80 visas for her employees through the lottery system. Speaking via WhatsApp from Mexico in early April, Malagón said she was getting ready to make the trip to Maryland via bus. If all goes well, she and the other workers from Lindy’s will arrive by 15 April.Newcomb, the former owner of Old Salty’s, said he won 23 employee visas this season, up from the roughly 18 or 20 he’s gotten in previous years.AE Phillips & Son, another crab house on the island, was unable to obtain visas and will not be operating this season, a major setback for the company and its employees.View image in fullscreenMalagón says she has put her faith in God for a bountiful season, with hopes of returning every year to have enough money to retire. Still, she worries for the future of the industry and the region itself.“If God allows it, my goal is to work for 10 more years. But if there’s no crab, what will we do then?”View image in fullscreen More

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      Maryland Passes 2 Major Privacy Bills, Despite Tech Industry Pushback

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      One bill would require apps like Instagram and TikTok to prioritize young people’s safety and the other would restrict the collection of consumer data.The Maryland Legislature this weekend passed two sweeping privacy bills that aim to restrict how powerful tech platforms can harvest and use the personal data of consumers and young people — despite strong objections from industry trade groups representing giants like Amazon, Google and Meta.One bill, the Maryland Online Data Privacy Act, would impose wide-ranging restrictions on how companies may collect and use the personal data of consumers in the state. The other, the Maryland Kids Code, would prohibit certain social media, video game and other online platforms from tracking people under 18 and from using manipulative techniques — like auto-playing videos or bombarding children with notifications — to keep young people glued online.“We are making a statement to the tech industry, and to Marylanders, that we need to rein in some of this data gathering,” said Delegate Sara Love, a Democratic member of the Maryland House of Delegates. Ms. Love, who sponsored the consumer bill and cosponsored the children’s bill, described the passage of the two measures as a “huge” privacy milestone, adding: “We need to put up some guardrails to protect our consumers.”The new rules require approval by Gov. Wes Moore of Maryland, a Democrat, who has not taken a public stance on the measures.With the passage of the bills, Maryland joins a small number of states including California, Connecticut, Texas and Utah that have enacted both comprehensive privacy legislation and children’s online privacy or social media safeguards. But the tech industry has challenged some of the new laws.Over the last year, NetChoice, a tech industry trade group representing Amazon, Google and Meta, has successfully sued to halt children’s online privacy or social media restrictions in several states, arguing that the laws violated its members’ constitutional rights to freely distribute information.We are having trouble retrieving the article content.Please enable JavaScript in your browser settings.Thank you for your patience while we verify access. If you are in Reader mode please exit and log into your Times account, or subscribe for all of The Times.Thank you for your patience while we verify access.Already a subscriber? Log in.Want all of The Times? Subscribe. More

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      Biden renews call for Congress to fund Baltimore bridge rebuild as port nears reopening

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      The port of Baltimore could be partially open again by the end of the month as the US military and partners push to clear the collapsed bridge that blocked the main shipping channel after being rammed by a cargo vessel, and Joe Biden toured the disaster site on Friday.After getting a firsthand look at efforts to clear away the hulking remains of the collapsed Francis Scott Key Bridge in Baltimore, the US president reiterated his calls for Congress to authorize the federal government to cover the cost of rebuilding the bridge “through union labor and American steel”.Yet he also said his administration was “absolutely committed to ensuring that parties responsible for this tragedy pay to repair the damage and be held accountable to the full extent the law will allow”. And he made it a point to pay tribute to the six construction workers who were killed when the bridge collapsed as they fixed potholes on it.“Most were immigrants but … were Marylanders, hardworking, strong and selfless,” Biden said of the workers, who were from El Salvador, Guatemala, Honduras and Mexico. “To all the families and loved ones who are grieving, we have come here to grieve with you.”Cranes, ships and diving crews worked to reopen one of the nation’s crucial shipping lanes as Biden prepared to deliver his remarks.Biden received updates from the US Coast Guard and army corps of engineers and got an aerial view of the wreckage.Eight workers were filling potholes on the bridge when it collapsed in the middle of the night on 26 March. Two were rescued, but the bodies of only two of the six who died have been recovered.Biden planned to meet privately with the families of the victims Friday afternoon.Officials have established a temporary, alternate channel for vessels involved in clearing debris.The army corps of engineers reported that it hopes to open a limited-access channel for barge container ships and some vessels moving cars and farm equipment by the end of this month and to restore normal capacity to Baltimore’s port by 31 May, the White House said.As much as $200m in cargo normally moves through Baltimore’s port per day, and it is the leading hub for importing and exporting vehicles.Of more immediate concern might be covering the costs of cleanup and building a new bridge.The Federal Highway Administration has provided $60m in “quick release” emergency relief funds to get started. Exactly how much the collapse will cost is unclear, though some experts estimate recovery will take at least $400m and 18 months.The White House announced on Friday it is asking Congress to authorize the federal government to cover 100% of the collapsed bridge cleanup and reconstruction costs, rather than seeking funding through a separate, supplemental funding request.The Associated Press contributed reporting More

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      Engineers begin removing Baltimore Key Bridge’s mangled wreckage

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      Crews of engineers have begun the dangerous and intricate job of removing the mangled wreckage of the Francis Scott Key Bridge from the Patapsco River outside Baltimore, as top federal government and Maryland state officials stressed Sunday that the health of the US national economy depended on it.Officials took to the political talkshows Sunday to praise the emergency teams that have now amassed in the Patapsco and have started the delicate process of cutting and lifting steel debris from the north side of the destroyed bridge. Wes Moore, the governor of Maryland, said the operation was extremely complex.“We have a ship that has nearly the size of the Eiffel Tower that is now stuck within the channel that has the Key Bridge sitting on top of it,” he told CNN’s State of the Union. He added that the bridge collapse, which occurred six days ago when the 985ft cargo ship the Dali lost power and crashed into the structure, was not a local but a national economic catastrophe.“This port is one of the busiest most active ports inside of the country. This is going to impact the farmer in Kentucky, the auto dealer in Ohio, the restaurant owner in Tennessee,” he said.Some 15,000 people are estimated to rely on the Port of Baltimore directly for their livelihoods, with a further 140,000 jobs indirectly affected. The port handles the shipping of more cars and light trucks than any other in the US, and it is also a major hub for agricultural equipment.Last year, more than 1m cargo containers passed through it. That amounted to more than 50m tonnes of foreign cargo, worth about $80bn.Pete Buttigieg, the US transportation secretary, was unable to give CBS News’s Face the Nation a timeline for the removal of the stricken bridge or for its rebuilding. He noted that the original bridge took about five years to construct, though that was not an indication of how long it will take to replace.Buttigieg said that it was possible the Biden administration may have to turn to Congress for approval of federal funds, which are expected to meet up to 90% of the costs of recovery. So far only $60m has been provided from an emergency pot held by the Federal Highway Administration.Asked by CBS News why any skeptical lawmakers should vote for what promises to be a multimillion-dollar project, Buttigieg said: “The pitch is: your district could be next. And this has historically been bipartisan.”James Clyburn, the influential Democratic congress member from South Carolina, underlined that point on NBC’s Meet the Press. “The fact of the matter is, all of us, every state in the nation, all 50 of us, will take our turns needing this kind of assistance,” he said.Clyburn added: “It may be gust storms in some places, it may be a flood, or here in this part of the country, hurricanes. We all are subjected at one time or another to some kind of calamity.”Brandon Scott, the mayor of Baltimore, who is Black, addressed the ugly wave of conservative social media attacks against him since the bridge disaster erupted. He was trolled by a user on X as “Baltimore’s DEI mayor”.Asked about the abuse on CBS News’s Face the Nation, Scott said that the backlash was coming from those who were “too afraid to use the N-word”. He added: “I am a young Black man, a young Black mayor. I know how racism goes in this country.”Moore, the state’s Black governor, has also been caught up in the rightwing backlash that has sought to connect the bridge collapse to progressive politics and initiatives promoting the concept of DEI (short for diversity, equity and inclusion), especially after the 2020 police murder of George Floyd in Minneapolis.skip past newsletter promotionafter newsletter promotionPhil Lyman, who is running for governor of Utah, posted on social media after the disaster occurred that “this is what happens when you have governors who prioritize diversity over the well-being and security of citizens.”Unlike Scott, Moore refused to respond to the trolling Sunday. Asked by CNN whether he thought the attacks were racist, he replied: “I have no time for foolishness. I’m making sure we can get closure and comfort to these families … I have no time for foolishness, and so I’m not going to delve into it.”The rescue operation has been taken up a notch by the arrival on location of a massive crane that can lift 1,000 tonnes, along with six other floating cranes also now at the site of the disaster. According to Associated Press, the clean-up teams also now include 10 tugboats, nine barges and eight salvage vessels.A top priority of emergency workers is to address the human tragedy of the bridge collapse. Eight construction workers were working on the bridge in the early hours of Tuesday when the disaster happened. Only two of them survived.The bodies of two workers, Alejandro Hernandez Fuentes and Dorlian Ronial Castillo Cabrera, who were trapped underwater in their vehicle, have been recovered. Four other workers, who are presumed to have died, have yet to be found.Scott said that a fund set up to help the families of those who died has reached over $300,000. “We will support them throughout this, and that could mean ongoing trauma care in the future,” he said.Beyond the lives lost, the main structural priority at the site of the collapsed bridge is first to open a channel for smaller boats to be able to enter and exit the port. The main goal of allowing big ships in and out is expected to take much longer.Recovery operations are being hampered by the murkiness of the water in which the wreckage is partially submerged. Sunken metal beams also increase the perilousness of the work. More

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      Tangled in Steel With No Way Out: How the Crew Stuck in Baltimore Is Faring

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      Twenty-two seafarers from India find themselves not only trapped in the ship that struck the Francis Scott Key Bridge, but also in an unexpected spotlight.Even from miles away, the destruction of the Francis Scott Key Bridge in Baltimore is a jarring visual: Chunks of steel jut above the water like metallic icebergs. Twisted gray beams protrude in crooked positions. From a park near Fort McHenry, visitors can see the giant cargo ship that struck the bridge and remains lodged in the wreckage.Less visible, however, are the 22 crew members from India who have remained on the ship, named the Dali, since the disaster on Tuesday.Little is publicly known about them other than that they are seafarers who embarked on a journey aboard the 985-foot-long cargo ship that was on its way to Sri Lanka, carrying 4,700 shipping containers, when it lost power and struck the Key Bridge, causing the structure to collapse.Since the accident, which killed six construction workers, the crew members have found themselves in an unexpected spotlight. While keeping the ship operable, they are answering a deluge of questions from officials investigating the nighttime catastrophe, as the evidence of what occurred lays around them in mangled ruins stretching across the bow and deck.While officials investigate what could have caused the tragedy, another question has emerged this week: What could the crew members, who have limited access to the outside world, be going through right now?“They must feel this weight of responsibility that they couldn’t stop it from happening,” said Joshua Messick, the executive director of the Baltimore International Seafarers’ Center, a religious nonprofit that seeks to protect the rights of mariners.We are having trouble retrieving the article content.Please enable JavaScript in your browser settings.Thank you for your patience while we verify access. If you are in Reader mode please exit and log into your Times account, or subscribe for all of The Times.Thank you for your patience while we verify access.Already a subscriber? Log in.Want all of The Times? Subscribe. More

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      A Close-Up View of the Baltimore Bridge Collapse

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      From roughly 100 yards away, the site of one of the worst bridge collapses in the country’s history is haunting. Maroon containers larger than a car sat twisted and crushed. Massive beams of steel warped into crooked arches. Pillars of jagged concrete poked out from the water — a tomb of wreckage that dimly reflected on the gray-toned river. From roughly 100 yards away, deep into the Patapsco River in Baltimore, the site of one of the worst bridge collapses in the country’s history is a haunting scene. The U.S. Coast Guard allowed The New York Times to ride aboard a response boat on Saturday afternoon to witness up close the destruction of the Francis Scott Key Bridge, which was struck by the cargo ship Dali on Tuesday, killing six men, all construction workers who were working on filling potholes on the bridge.As the 45-foot-long Coast Guard vessel neared the scene of the disaster, a service member who had made several trips to the site braced passengers for the view to come. “It’s still shocking every time.”The Coast Guard boat initially neared the cargo ship on the rear side, the stern, which was spared from much of the impact of the collapse. Two people could be seen walking along the starboard, though it was unclear if they were investigators or crew members, all of whom are from India and have remained on the ship to keep it operable. An anchor that the crew members had used in desperation to keep the ship from hitting the bridge was visible, submerged in calm water. A thin and yellow boom floated around the ship to contain spills. It looked similar to crime-scene tape. The gray and red shipping containers were stacked up to nine rows high, partly shielding for a moment the wreckage that lay behind it.We are having trouble retrieving the article content.Please enable JavaScript in your browser settings.Thank you for your patience while we verify access. If you are in Reader mode please exit and log into your Times account, or subscribe for all of The Times.Thank you for your patience while we verify access.Already a subscriber? Log in.Want all of The Times? Subscribe. More

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      Crews at Site of Bridge Collapse Work on Removing First Piece of Debris

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      The governor of Maryland said that the search for missing victims would resume when the conditions for divers improve.Crews in Baltimore on Saturday were working on pulling the first piece of wreckage out of the water after the collapse of the Francis Scott Key Bridge, a tangible sign of progress in the daunting effort to reopen the busy waterway.Rear Adm. Shannon Gilreath of the U.S. Coast Guard said at a news conference that his crew was aiming to lift the first segment of the bridge “just north of that deep draft shipping channel.” He added, “Much like when you run a marathon, you’ve got to take the first few steps.”The bridge was a critical transportation link to one of the largest ports in the United States, and the collapse is costing the region and the country millions of dollars the longer it is out of operation. More than 8,000 workers on the docks have been directly affected, Gov. Wes Moore of Maryland said.Mr. Moore said cutting up and removing the north sections of the bridge “will eventually allow us to open up a temporary restricted channel that will help us to get more vessels in the water around the site of the collapse.”Officials overseeing the cleanup added on Saturday that salvage teams will use gas-powered cutters to systematically separate sections of the steel bridge, which will then be taken to a disposal site.The work was occurring less than a week after a giant container ship known as the Dali suffered a complete blackout and struck the bridge, killing six construction workers and bringing the bridge down into the Patapsco River.We are having trouble retrieving the article content.Please enable JavaScript in your browser settings.Thank you for your patience while we verify access. If you are in Reader mode please exit and log into your Times account, or subscribe for all of The Times.Thank you for your patience while we verify access.Already a subscriber? Log in.Want all of The Times? Subscribe. More

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      Baltimore Investigation Turns to Ship’s Deadly Mechanical Failure

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      The Dali reported a power blackout and steering problems before hitting the Francis Scott Key Bridge in Baltimore. The disastrous mechanical failure so far has not been explained.Just minutes before the cargo ship Dali was set to glide under Baltimore’s Francis Scott Key Bridge, the ship’s alarms began to blare. The lights went out. The engine halted. Even the rudder, which the crew uses to maneuver the vessel, was frozen.As a frantic effort to restore the ship was underway, the pilot soon recognized that the aimless vessel was drifting toward disaster, and called for help.The cascading collapse of the vessel’s most crucial operating systems left the Dali adrift until it ultimately collided with the Key bridge, knocking the span into the river and killing six people. But as crews this week were still sorting out how to disentangle the ship and recover the bodies of those who died, investigators were also turning to the most central question: What could have caused such a catastrophic failure at the worst possible moment?Engineers, captains and shipping officials around the world are waiting for that answer in an era when the industry’s largest ships can carry four times as much cargo as those just a few decades ago, navigating through congested urban ports under bridges that may carry tens of thousands of people a day,Already, a few key questions are emerging, according to engineers and shipping experts monitoring the investigation, and most of them point to the electrical generators that power nearly every system on the 984-foot vessel, not only the lights, navigation and steering, but the pumps that provide fuel, oil and water to the massive diesel engine.The “complete blackout” reported by the pilot is hard to explain in today’s shipping world, in which large commercial vessels now operate with a range of automation, computerized monitoring, and built-in redundancies and backup systems designed to avert just such a calamity. We are having trouble retrieving the article content.Please enable JavaScript in your browser settings.Thank you for your patience while we verify access. If you are in Reader mode please exit and log into your Times account, or subscribe for all of The Times.Thank you for your patience while we verify access.Already a subscriber? Log in.Want all of The Times? Subscribe. More