MDTA: Key Bridge reconstruction and lost revenue move toll increase earlier in forecast

Samuel Quist, presenting the Department of Legislative Services analysis for the Maryland Transportation Authority (MDTA), told the subcommittee that MDTA's FY27 operating allowance rises to about $629.9 million while MDTA's capital program is driven largely by the Francis Scott Key Bridge reconstruction.

DLS noted updated MDTA cost and schedule estimates for the Key Bridge—between $4.3 billion and $5.2 billion with a projected opening in late 2030—and reiterated that federal reimbursements for the emergency reconstruction operate on a reimbursable basis, meaning the state will outlay funds and seek federal repayment. Quist said MDTA had recorded approximately $238 million in expenditures for the Key Bridge as of November 2025 and had received initial quick‑release federal emergency funds.

MDTA Executive Director Bruce Gartner said the authority has used insurance proceeds, early construction financing and active litigation to manage cash needs and that the Key Bridge's revenue impact has moved the need for a toll increase earlier in the forecast period. "It is a loss of over $200,000,000 in revenue," Gartner said, explaining the revenue gap shifted the timing for a systemwide toll increase from a later year into FY28 in MDTA's projection.

Gartner also described MDTA's longer‑term debt outlook and operational remedies: the authority projects increased debt issuances in the coming six years, anticipates the debt outstanding level could approach or exceed the current $4 billion statutory limit without action, and cited pending departmental legislation to raise that cap to $5 billion to provide borrowing flexibility. MDTA reported that outstanding toll and civil penalty amounts due totaled about $1.6 billion, with roughly $907.4 million from Maryland drivers and $730.5 million from out‑of‑state drivers.

On collections, Gartner and MDTA staff described steps to boost EZ‑Pass use, expand reciprocity agreements with neighboring states and to issue a request‑for‑proposal to pursue more aggressive out‑of‑state collections. The authority also described customer outreach improvements (bigger notices, QR codes and payment plans) to increase voluntary compliance.

Lawmakers pressed MDTA about timing, alternative financing and what the capital program would have looked like without the Key Bridge reconstruction; MDTA answered that the capital envelope would have been smaller and that the Key Bridge both increased near‑term cash needs and accelerated the schedule for a potential toll action.

MDTA agreed to provide the committee with the status of federal reimbursements and additional materials about its financial forecast and planned toll‑setting schedule.