Maryland officials detail phased procurements, funding and timeline to rebuild Francis Scott Key Bridge

Maryland transportation officials on Tuesday told the Public Safety, Transportation, and Environment Subcommittee they have divided the Francis Scott Key Bridge reconstruction into four procurement packages, outlined expected funding sources and provided a provisional schedule that could see demolition and approach work start in 2026 and main‑span construction begin in 2027.

“Working together with the progressive design build contractor, we have progressed design past the 70% milestone and continue to advance critical path construction activities through what we call the early works packages,” Secretary of Transportation Katie Thompson said, adding that Kiewit has been “off‑ramped” from reconstruction negotiations but will remain on site to finish phase‑1 early work through the end of the year. “They have not been fired and work will not stop on the phase‑1 work,” she said.

Why it matters: The bridge’s March 26, 2024 collapse disrupted traffic across the Baltimore region and triggered a high‑cost, complex rebuild that will require federal oversight because federal funds and emergency relief are part of the financing plan. Lawmakers pressed officials on timing, cash‑flow and risks tied to contracting choices, material costs and federal appropriations.

What officials presented: MDTA Executive Director Bruce Gardner and Chief Engineer Jim Harkness said the agency will parcel the project into four contracts to maximize competition and manage risk: (1) demolition and marine work (design‑bid‑build, low‑bid; estimated $50–$100 million), (2) the main span and marine approaches (two‑step competitive sealed proposal or design‑build; estimated $3.5–$4.0 billion), (3) the Southland approach (design‑bid‑build; larger of the two approaches) and (4) the Northland approach (design‑bid‑build).

“We own all the work that has been completed on the design to date with Kiewit,” Gardner said, noting the board has authorized funds for early work and that Kiewit will complete its contracted early‑works scope while the agency executes new procurements.

Funding and cash‑flow: Officials said roughly $457 million has been spent to date on the project from insurance proceeds and quick‑release funds. Gardner told the committee about $2.1 billion in settlement proceeds from the vessel owners and operators was expected to be deposited into MDTA accounts imminently and that $217 million in emergency relief funds had already been authorized. MDTA is also seeking additional federal appropriations and has requested a further $300 million from Federal Highway funds as part of its application for federal assistance. MDTA said it will reassess needs on a six‑month cadence and can issue bonds to advance fund work if federal reimbursements are delayed.

Schedule and procurement timing: Harkness said the demolition invitation for bids should be advertised this summer with a construction notice to proceed in fall 2026. The main‑span RFQ is to be advertised this summer with a hoped‑for notice to proceed in the summer following selection; approach contracts are expected to be advertised in fall and winter with construction starts targeted for spring and late spring 2027. Officials said the agency is working to tighten the schedule but that final delivery timing will depend on proposals from contractors.

Equity, labor and compliance: Gardner told the committee that USDOT’s October 2025 interim final rule requires a revaluation of DBE (disadvantaged business enterprise) goals; MDTA will set DBE goals for each procurement once federal recertification is complete. The agency said it will pursue outreach to Maryland small and local firms and is reviewing project labor agreement (PLA) considerations consistent with state executive guidance.

Risk and supply‑chain concerns: Committee members pressed officials about tariffs, Buy America rules and material‑cost volatility. Harkness and Gardner said so far Buy America requirements and tariffs have not caused a major disruption, that MDTA has identified compliant sources for most required materials, and that contracts will include mechanisms to share material‑cost risk between bidders and the agency.

Next steps: MDTA committed to regular updates, including joint chairmen’s reports due in July and additional briefings before the 2027 session. Officials emphasized they will maintain continuity of early work while transitioning to new contractors for the larger reconstruction contracts.

Key quotes

“Kiewit has not been fired and work will not stop on the phase‑1 work,” — Katie Thompson, Secretary of Transportation.

“We own all the work that has been completed on the design to date with Kiewit,” — Bruce Gardner, Executive Director, Maryland Transportation Authority.

What remains unresolved: Officials said negotiations with potential main‑span proposers and final price and schedule confirmation remain outstanding. MDTA warned that the overall schedule could slip depending on bids and that Congress could change appropriations, which would alter the agency’s financing assumptions.

The subcommittee did not take formal action. MDTA officials said they will return with more detailed cash‑flow and schedule updates and that the in‑person industry forum for main‑span proposers is scheduled for June 18.