According to an MDTA presentation, the entire rebuilding effort remains 100% federally funded, and includes Build America, Buy America (BABA) requirements.

MDTA’s revised rebuild approach follows its April decision to off-ramp Kiewit Infrastructure Co. from the project amid rising costs and a lengthening delivery timeline. The most recent official estimate, issued in October 2025, projected the replacement bridge would cost as much as $5.2 billion and be ready in late 2030. Maryland had also come under fire from the Trump administration over its project oversight and contracting practices.

The procurement process for the main span is scheduled to begin this summer with MDTA’s release of a request for qualifications, shortlist identification this fall and a notice to proceed to be issued by summer 2027. Anticipated by the agency to cost up to $4 billion, the project will include final design, engineering and construction of all under- and above-water elements of the main span and marine approaches, including a system to protect the piers from vessel collisions, such as the one that caused the collapse of the original Key Bridge in March 2024, killing six construction workers.

Also this summer, MDTA will invite bids for the demolition and miscellaneous marine work contract, which includes removal and salvage of two three-span steel plate girder units over the Patapsco River, partial demolition of eight marine piers, demolition of three marine foundations, full demolition of three marine foundations, and clean-out of 96-in. steel pipe piles. The contract has an anticipated cost range of $50-100 million, with a construction notice to proceed this fall.

Separate contracts for the southern and northern land approaches are to be bid this winter, with both projects to receive a notice to proceed by spring 2027. Anticipated to cost up to $400 million, the south contract includes approximately 3,000 ft of approach bridge over land, ground improvements within a wetland and approximately 2,000 ft of on-grade approach roadway construction. The north contract includes approximately 2,400 ft of approach bridge over land, abutments and retaining walls and approximately 3,400 ft of on-grade approach roadway construction, with an anticipated cost of up to $300 million. Both projects include environmental elements, ITS, electronic tolling and lighting.

The agency said in a statement that the anticipated cost range estimates are consistent with numbers released in November 2025, and that it “remains confident in those estimates.” A final schedule for construction will not be known until these competitive procurements have been completed and contracts are awarded.

MDTA has not released names of contractors that registered for the May 19 presentation, or consultants that may have been involved in rescoping the project. Kiewit will not be allowed to participate in any of the new contracts.

Neither the rebuild’s general engineering consultant—a joint venture of WSP USA; Rummel, Klepper & Kahl (RK&K); and Johnson, Mirmiran & Thompson (JMT)—nor the construction management and inspection services consultants—the Greenman-Pederson, Inc./Gannett Fleming, Inc., joint venture; the Michael Baker International, Inc./STV, Inc., joint venture; and AECOM Technical Services, Inc.—may participate in the design-build procurement. Kiewit’s subcontractors are also prohibited from participating in the design-build procurement, but may join the selected team after that contract is awarded.

Under its $73-million phase 1 progressive design-build contract, Kiewit has advanced design of the main span bridge and marine approaches past the 70% milestone, according to the MDTA presentation, and is completing early work packages such as production piles for the main span pylon and vessel protection foundations, and the 36-ft-wide mainline access trestles.

Because the four-lane replacement crossing will largely occupy the same footprint as its predecessor structure, most of the project’s federal and state permitting has been completed, according to the MDTA presentation. Design for the land approaches is being progressed to signed and sealed plans, while geotechnical borings, bathymetric surveys, scour analysis and load testing of the main span pylon foundations have also been completed.